Sitting at the top of the front strut assembly and bolted directly to the inner wing, the suspension strut mount performs two distinct functions simultaneously: it provides the upper pivot point around which the strut rotates when the steering is turned, and it isolates the body from road vibrations and impacts conducted up through the spring and damper. Most mounts combine a rubber-bonded bearing with a thrust bearing, so when the mount's rubber block hardens, cracks, or separates from its metal insert, drivers notice a clunking or knocking from the front suspension over potholes and during low-speed parking manoeuvres. A worn thrust bearing makes itself known with a distinct creak or groan when the steering wheel is turned at a standstill. Mismatching the OE reference risks an incorrect bearing pre-load or a thrust-face geometry that does not correspond to the strut tube diameter and body tower aperture on your specific chassis — which can leave residual handling shimmy or noise even after fitting. Lemförder and SACHS both supply original-equipment mounts to the majority of volume European platforms, including VW Group, Ford, BMW, and Peugeot-Citroën models. Given that the spring, top mount, and bump stop form an integrated stack, many workshops replace all three components together when any one of them is found to be worn.
Use the make-model-year-engine selector to filter the list to your chassis variant, then confirm the OE reference against the number stamped on the metal insert of your existing mount. Strut mounts differ by tower bolt-pattern diameter, bearing type (plain rubber versus combined thrust bearing), and the diameter of the centre bore that accepts the damper rod. These dimensions vary significantly between front and rear axle positions and even between trim levels of the same model, so the OE cross-reference is the definitive check.
Yes — if one mount has deteriorated to the point of causing noise or handling concerns, the opposite side has accumulated the same mileage and thermal cycling and is likely to follow within a short period. Replacing both sides during one workshop visit ensures matched handling behaviour on the axle and avoids a repeat labour charge when the second mount fails. It is also worth inspecting the dust gaiter, bump stop, and upper spring seat for wear at the same time, since those components are removed during the job.
OEM mounts from suppliers like Lemförder or SACHS are produced to the exact rubber hardness, bearing pre-load, and dimensional tolerances specified by the vehicle manufacturer, and they carry the original OE number. Quality aftermarket alternatives match those specifications and are fully OE cross-referenced. Budget units often use softer or less heat-stable rubber compounds that deteriorate faster, particularly in urban environments where the mount experiences frequent full-lock steering inputs and continuous low-speed bump loading.
A clunking or knocking from the front of the car over speed bumps or during parking is the most common symptom, caused by the rubber element separating or cracking and allowing the metal components to contact. A creaking or groaning noise when turning the steering wheel at low speed, especially when parking, usually points specifically to a worn thrust bearing. Vague or imprecise steering response, a tendency for the car to wander on a straight road, or uneven tyre wear on the front axle can all be secondary consequences of a mount that has lost its correct pre-load.
Showing 100 of 6,844 Suspension strut mount OE numbers. Enter the OE on the main OE search to jump to any reference.
