Open Engineering 2021; 11: 1150–1159
Regular Article
Afrizal Yose Mahendra, Aditya Rio Prabowo and Triyono Triyono*
Failure analysis of motorcycle shock breakers
https://doi.org/10.1515/eng-2021-0109
received July 22, 2021; accepted October 19, 2021
Abstract: The shock breaker is one of the most important
parts of a motorcycle, which functions as a vibration
damper. This study aims to analyze the causes of motor-
cycle shock breaker failure. The research method used is
comprised of visual observation, chemical composition
testing, Vickers hardness testing, scanning electron micro-
scopy-energy dispersive X-ray spectroscopy analysis, and
tensile testing of a damaged shock breaker. From visual
observation, it is found that the damage can be classified
as a fatigue fracture, forming a damage pattern at 45°. The
chemical composition testing results of the shock breaker
fractures show that the material includes low-carbon alloy
steel (of ST42 series) with a carbon content of 0.162%.
The average hardness value of the damaged part of the
shock breaker was increased to 204.87 HV, compared with
171.02 HV in areas far from the damage. The difference in
hardness in the shock breaker was caused by the high stress
acting on the shock breaker and the consequent strain hard-
ening. The results of this study indicate that the failure
mechanism of the motorcycle shock breaker was a func-
tional failure due to errors in the shock breaker manufac-
turing process and fatigue.
Keywords: shock breaker, failure analysis, fatigue
1 Introduction
Previous research has tested shock breakers in a balanced
state against a reference point, which are designed to
dampen vibrations and to reduce the impact of road sur-
faces. It is expected that the shock breaker ensures comfort
and safety when driving in a bumpy manner, and that the
vibrations due to the work of the engine can be damped by

* Corresponding author: Triyono Triyono, Department of
Mechanical Engineering, Universitas Sebelas Maret, Surakarta,
Central Java 57126, Indonesia, e-mail: triyono74@staff.uns.ac.id
Afrizal Yose Mahendra, Aditya Rio Prabowo: Department of
Mechanical Engineering, Universitas Sebelas Maret, Surakarta,
Central Java 57126, Indonesia
Open Access. © 2021 Afrizal Yose Mahendra et al., published by De Gruyter.
4.0 International License.
the shock breaker, which causes vertical movements in the
motorcycle suspension. For these reasons, shock breakers
can have a direct effect on the comfort and safety of the
rider. Constraint media are used in the study of oil, rubber
as well as nitrogen gas in order to reduce the vibrations
generated due to uneven roads. This is achieved by using
oil and nitrogen gas, such that the piston can move more
easily [1–3].
The purpose of a previous shock breaker study was to
examine a 2004 Jupiter Z motorcycle having a suspension
system that moves vertically, using the Matlab 6.4 soft-
ware simulation [4]; in particular, considering motor-
cycle damper oil in comparison with viscous palm oil.
The mechanical vibration of a telescopic motor Yamaha
Jupiter was simulated and assessed. At the end of the
research, it was concluded that, with the operation of
the suspension system, the use of the shock breaker
can enhance the comfort and safety of the motorcycle
driver. Comfort and safety are very influential factors
when driving, and are related to the suspension system
in terms of interference with the system.
A motorcycle has a body, which serves for the place-
ment of the engine, suspension system, and brakes, as
well as the steering equipment. The frame of the motor-
cycle allows for the placement of components related to
the functions of efficiency, comfort, and safety while
driving [5]. On the motorcycle frame, a very important
component – in terms of the safety and comfort of the
rider – is the suspension system. The suspension system
serves to increase the safety of the rider of the motorcycle,
as well as maintains their stability or balance in the event
of braking [6]. In modern motorcycles, the type of sus-
pension that is most often used for the front suspension is
telescope type. The suspension system functions as a
vibration damper, where the vibration caused by braking
at the front is a function of the front suspension [7,8]. The
creation of vibrations from the rear wheels causes a ver-
tical movement in the swing arm, which aims to dampen
the vibrations by using the rear suspension. The front
suspension system and the rear suspension are two sus-
pension systems that must be possessed by a motorcycle.
The composition of both the front and rear vibration
damping systems consists of a suspension tube filled
with air pressure, oil, and springs. When designing the
This work is licensed under the Creative Commons Attribution

suspension system of a motorcycle, components such as
an upper arm, coil spring, and a lower arm must be
included [9].
Therefore, the shock breaker experiences stress as a
side effect of the strain, such that the loading on the
motorcycle shock breaker can be divided into several
types, including axial loading, bending moment, and tor-
sion loading. These loading models have a large impact
on the design of the shock breaker [10]. The load and the
type of stress that occur in a shock breaker are subjected
to external loading, which works parallel to the axis of
the rod, such that the rod will cause a force. The load
contained in the shock breaker includes static loading
and dynamic loading. Static loading comprises the load-
ings that are fixed, while a dynamic loading is one that
results when the loading value changes within one time
interval [11]. Loading tests are intended to determine the
maximum load, up to the maximum deflection, which
can be analyzed as a failure condition.
Failure analysis involves assessing all possible solu-
tions for the purpose of testing all damaged components
and conditions that can lead to failure. In the current
context, failure analysis can serve to investigate the
root causes of shock breaker discomfort on motorcycles,
as has been carried out by previous researchers. Much
research has been done to improve the performance
and life of motorcycle shock breakers [12]. Most researchers
have conducted studies focused on the damage that often
occurs in rolling damper, which can crack, as well as the
cracks in the tube of the shock breaker. Previous research
has investigated the failure of shock breakers, but investi-
gations of failure in the connecting rods of motorcycle
shock breakers remain limited. Failures that occur in the
shock breaker result in discomfort when driving, as well
as result in causing shocks to the motorcycle. This discom-
fort is affected by several things, such as the speed of
the motorcycle, bumpiness of roads, and damaged parts.
Furthermore, there is a uniqueness in the main cause and
failure mechanism in each failure case. The existing infor-
mation regarding the expected component failures of
shock breakers is not complete; as such, it is necessary
to conduct further research in this line. In this study, we
aim to analyze the failure of a shock breaker by using
multiple tests, including hardness test, tensile test, scan-
ning electron microscopy-energy dispersive X-ray spec-
troscopy (SEM-EDS) analysis, and a test of the chemical
composition of the components of the shock breaker.
The motorcycle which was considered in this work as a
research specimen was a Supra X [13]. The analysis of
the damage is expected to be used as an alternative in
handling the damage that occurred, with the hope of
Failure analysis of motorcycle shock breakers  1151
identifying the cause of the damage in the shock breaker,
such that the occurrence of damage and failure in shock
breakers can be prevented in the future [14].
2 Fundamentals of shock breakers
Motorcycles have two kinds of suspension systems: mono-
shock suspension systems and double shock breaker sus-
pension systems [15,16]. Monoshock suspension systems
are used in sport-type motorcycles. The characteristic of
motorcycles that use monoshock suspension is that the
shock breaker is installed in the middle frame, and the
advantage of using a monoshock suspension system, com-
pared with conventional types, is that it is softer, stable,
and safe when turning [17,18]. Monoshock suspension sys-
tems have limitations, in terms of their carrying capacity,
and are therefore not suitable for carrying heavy loads, as
they are mostly installed on sport-style motorcycles with
large engine capacities [19,20]. One motorcycle that uses a
monoshock suspension system is an automatic motorcycle
(100 cc) was designed to place the monoshock suspension
on the left [21,22]. The suspension system is a very impor-
tant component, placed between the body of the vehicle
and the wheels, with the aim to protect the body from
shocks that the vehicle may experience. The components
of a shock breaker include a shock tube breaker, which
acts as a container of fluid, as well as being the container
in which the piston works [23,24], where the piston may be
of large or small size. Shock breaker tubes have a complete
(protective) seal, with the aim that the movements which
occur does not cause fluid leakage, as the seal of the shock
breaker has a connection with the fluid; as such, there will
often be many seals in this system in order to prevent the
fluid from coming out [25,26]. A shock breaker is not able
to work optimally when damage to the tube causes the
amount of oil in the tube to be reduced [27]. Therefore, a
damaged shock breaker tube on a motorcycle can cause a
feeling of insecurity or discomfort when riding.
It is not difficult to determine whether a shock breaker
is in good or bad condition. A shock breaker that has
experienced a leak must be repaired immediately, such
as by replacing the shock breaker or adding oil to the
shock breaker. The fluid in the shock breaker passes
through one of the valves in one direction, through what
is called the valve orifice. The valve orifice is a small
channel on the piston, which is located in the inner shock
breaker tube. The size of the orifice determines whether
the suspension is hard or smooth. In a soft suspension, the
valve orifice is large, contrary to the hard-type shock
1152  Afrizal Yose Mahendra et al.
breakers (as well as racing-type), in which a small-sized
channel orifice is used instead. The components that make
up this kind of shock breaker include the cylinder, piston,
piston valve, and piston rod. The piston rod on the shock
breaker serves as a link between the piston and the motor
wheel. An event that is often experienced by the driver at
the time of driving is the occurrence of over-vibrations.
Over-vibration, if it cannot be anticipated, can reduce
the level of safety and comfort in passengers and the
driver. Therefore, there may be a need for modification
or development of the suspension system in the vehicle,
and if no development is made to the suspension system,
then the user of the vehicle (especially for two-wheelers)
can experience discomfort while driving.
3 Highlights of previous works
Previous research conducted on shock breakers has tested
them in a state balanced against a reference point, in order
to optimize their design to dampen vibrations and reduce
the impact of rough road surfaces. In addition, the shock
breaker is expected to ensure comfort and safety when
driving, enabling to drive in a bumpy place such that the
vibrations due to the engine working can be dampened
by the shock breaker, thus creating a sense of safety.
Disturbances to the shock breaker can have a direct effect
on the comfort and safety of the rider(s). The damping
media considered in this study were oil, rubber, and
nitrogen gas.
One shock breaker study considered a Jupiter Z motor-
bike 2004 with a vertical suspension system, using the
Matlab 6.4 simulation software [28]. This study assessed
the damping performance of motor oil, compared with
palm oil. Another study has calculated mechanical vibra-
tion estimates for telescopic-type suspension in a Yamaha
Jupiter Motorbike [29]. This study concluded that, when
the suspension system is working, the shock breaker can
ensure comfort and safety when motorbikes are used. The
design of the motorbike was focused on the two most
important aspects: comfort and safety.
Frequent shock breaker breakage can result in a lack of
comfort and safety when driving. Shock breaker damage is
typically associated with the cracking of a rolling damper
and its impact on the shock breaker tube [30]. A study has
been carried out to assess the damage to the rolling damper
in a shock breaker. Damage to the rolling damper will affect
the oil seeping out of the shock breaker tube and can cause
malfunction of the shock breaker, given a style that matches
the rider’s load, after the load has been lifted. The process
that occurs at the rolling damper of a cracked shock breaker
is caused by the tension generated by an imposition greater
than the minimum weight of the material. A microstructural
analysis of the material in the area that suffered a fracture,
in the form of a fault, proved that the fracture movements
came around the diameter in the pipe, moving to the left
and right sides, thus leading to fatigue of the rolling
damper. Further study needs to be carried out to determine
the failure of the shock breaker, when used in a constant
state of burden.
Components that suffer a structural breakdown may
be revealed by conducting a test or simple condition
check, which can lead to the diagnosis of failure; such
testing is called failure analysis. Failure analysis has the
primary objective of providing a solution which can be
made to address the problem of failure, as well as to
identify the underlying cause of the failure [31]. Such
observations may reveal all the components that are
defective. The key to all failure analyses is microscopic
and macroscopic observation. Some of the most frequent
contributing factors of failure are the result of material
selection, poor design, and extreme working conditions.
Failure is largely due to forces that affect the operation of
components, leading to a need for mechanical testing.
Mechanical testing includes analyses such as hardness
testing, tensile testing, SEM-EDS analysis, and chemical
composition testing.
4 Materials and method
Research was conducted on a damaged shock breaker
from a motorcycle. The shock breaker is one of the most
important components of a motorcycle, which functions
to dampen or minimize the movements that cannot be
controlled by a motorcycle driving along bumpy roads.
The part that was damaged in the shock breaker was in
the regulator. This shock breaker had been functioning for
1 year (2017–2018). Research on the damage that occurred
to the shock breaker was carried out by several test
methods, including visual observation, chemical composi-
tion testing, hardness testing, SEM-EDS testing, and ten-
sile testing.
Through visual observation of the fracture surface on
the shock breaker, we aimed to identify specific damage
or special markings caused by a particular load before the
component was damaged. With visual observations, the
type of failure experienced by the component can be pre-
liminarily judged, such that initial predictions are obtained
before continuing with the next test.
 Failure analysis of motorcycle shock breakers  1153

A chemical composition test, using a Hilger machine

type E-9 OA701 (Optical Emission Spectroscope, OES),
was carried out to determine the content of chemical
elements in the test object. Chemical composition tests
are generally carried out when we want to start a study
as, before carrying out a study, we first wish to classify
the specimen that we want to examine. The elements
contained in the test object can be determined using
the difference in the characteristic wavelengths of each
element, as assessed through observation of the emis-
sions from the surface of the object being tested after
excitation. The chemical composition test was conducted
at Politeknik Manufaktur Ceper, Klaten, Central Java.
A hardness test was carried out with the aim to deter-
mine the (distribution of the) level of hardness in the
damaged shock breaker. The Vickers hardness test is
based on compression by a particular pressing force
onto a metal surface, using an indentor in the form of
an inverted pyramid diamond (which has a peak angle
of 136°). The condition for carrying out this hardness test
is that the metal surface must be clean and flat. The
pressing force is applied to the surface, and a rectangular
pyramidal form is indented onto it. The rectangular diag-
onal of the indent is then measured carefully, which is
used to calculate the hardness of the metal tested. In this
study, the Vickers hardness test was carried out using a
HWMMT-X7 machine with a load of 100 g. The time of
indentor pressing was 20 s, in accordance with ASTM E
Figure 1: (a) Tensile testing apparatus and (b) standard specimen in
92 standards. The value of hardness obtained is called
ASTM A356.
Vickers hardness, commonly referred to as HV or HVN.
Vickers hardness testing was conducted at the Vokasi of
Gajah Mada University, Yogyakarta.
was carried out using a Hung Ta machine, and the stan-
SEM was carried out to observe the condition of the
dard sample tested in this study was in the form of a
surface topography of the sample, such that the type of
dogbone having the following parameters: L = 160 mm,
damage that had occurred could be determined, while
D = 60 mm, D = 36 mm, G = 36 mm, R = 50, E = 8 mm,
EDS testing was carried out with the aim to determine
B = 45 mm, C = 48 mm, and F = 36.5 mm. Testing of the
the chemical composition of the matrix and the particles
shock breaker sample was conducted at the University of
of the (intermetallic) precipitate contained in the test
Gajah Mada, Yogyakarta.
sample. SEM–EDS was conducted using a Zeiss Evo 10
with a magnification of 5,000×. For this test, we used a
square-shaped sample with a size of 1.8 cm × 1.7 cm ×
0.2 cm, and the surface of the sample was required to be
clean. SEM–EDS analysis was performed at the Institut
5 Result and discussion
Teknologi Sepuluh Nopember, Surabaya.
Tensile testing (Figure 1) has the function of obtaining 5.1 Visual observations
an overview of the properties and condition of a metal.
Tensile testing is carried out through the addition of a Figure 2 shows the results of visual observation of the
load slowly, after which the metal gains additional length shock breaker part where failure occurred. The damage
proportional to the working force. In this research, we refer that occurred was apparent, with fault patterns to the
to the standard tensile test (ASTM A356) and the dimen- right and left of the component, forming an angle of
sions of the specimen used were of standard size. The test about 45o, and there was a smooth and rough surface
1154  Afrizal Yose Mahendra et al.

Table 1: Chemical composition data

Chemical Specimen
element
Spectrometry Standard according
result (%) to JIS G4105 (%)

C 0.216 0.13–0.18
Si 0.0084 0.15–0.35
Mg 0.304 0.60–0.85
P 0.0096 Max 0.03
S 0.0030 Max 0.04
Cr 0.032 0.90–1.20
Mo 0.011 0.15–0.30
Ni 0.028 Max 0.30
Cu 0.0020 Max 0.30
Al 0.016 0.020
Co 0.0030 0.001
Figure 2: Visual observation of the specimen. Nb 0.0070 0.020
Ti 0.0020 0.03
V 0.0030 0.001
pattern. Based on the results of observations of the frac- W 0.020 0.1
ture pattern, it can be concluded that fracture was brittle Fe 98.40 99.158
and caused by overload, where the load exceeded the
limit of the yield of the material [32].
0.3%, which could cause the material to suffer declines in
its tensile and corrosive properties; while, for this alloy,
magnesium (Mg) had a value below that in the standard
5.2 Chemical composition test (80%), which could cause the force-bearing capacity of
the material to decline at high temperatures. The nickel
Chemical composition testing on the shock breaker com- (Ni) content had a fractional percentage, 0.3% below the
ponent was carried out using an OES tool. The purpose of standard, which may have resulted in the materials and
this chemical composition test was to determine the che- the regulator in the shock breaker being subjected to
mical composition of the material that had failed. The constant impact, thus causing damage. Another cause
results of chemical composition testing on the damaged of damage may be due to the copper (Cu) element being
material, showing the standard composition of the shock 0.0020% below its required level in the standard, poten-
breaker, are provided in Table 1. Testing the chemical tially influencing the corrosion behavior of the mate-
composition of the part suggests that the material was rial [33].
low-carbon steel, as the data obtained indicated that These results suggest that the compositional decline
the regulator material in the shock breaker contained in the shock breaker material had an effect on the inter-
0.216% carbon. The test found a difference in the che- play of elements comprising the material. These interac-
mical composition of the material that was damaged, tions may have caused a tension difference in the process
compared with the JIS G4105 specification. of creating the shock breaker, resulting in residual ten-
Table 1 indicates that the shock breaker suffered a sion [34]. The remaining stresses generated by the inter-
decrease in the composition of the elements contained actions of these compounds can cause small cracks or
in the material, including deductions in iron (Fe) content microcracks in the regulator material area of the shock
by 0.758%, silicon (Si) content by 0.3916%, magnesium breaker [35]. Fractures in the regulator areas over a long
(Mg) content by 0.496%, nickel (Ni) content by 0.272%, period of time can result in corrosion and overload
and copper (Cu) content by about 0.298%. These che- buildup of the crust, resulting in long cracks and causing
mical composition results indicate that the percentages deterioration of the performance of the shock breaker and
of these elements were approximately 0.4% lower than malfunctioning components [36].
that specified in the standard, resulting in a failure of Failure of the components of the shock breaker was
oxygen or other dissolved gases found in the material likely caused by the differences in the main elements, one
to function, thus causing damage. Other alloy content, of which (carbon) had elemental content differing from
such as chromium (Cr), had a sub-prime percentage of that specified in the standard. Carbon content which is

not in accordance with the standard can lead to changes
in the mechanical properties of the material, including an
increase in the hardness of the material accompanied by
decreased ductility. This indicates that the processes
occurring in the material of the shock breaker affected
the interactions between the various elements in the
material [37].
5.3 Hardness test
A Vickers hardness test was carried out with the aim
to determine the (distribution of the) hardness of the
damaged shock breaker material. The test, in accordance
with the ASTM E92 standard, was carried out with a press,
going from the outer diameter to the center of the inner
diameter. Eight test points were used on both the damaged
specimens and specimens that were far from the damage.
The Vickers hardness test used a load of 100 g for 20 s. The
loading locations and the results of the hardness test are
shown in Figures 3 and 4, respectively.
Figure 4 shows the results of the hardness test on the
damaged component. Based on the results obtained, it
can be seen that the damaged area had varied hardness
values at different locations [38]. The hardness values
were: at point A, 210.2 HV; point B, 210.2 HV; point C,
191.6 HV; point D, 205.3 HV; point E, 196 HV; point F,
205.3 HV; point G, 210.2 HV; and point H, 210.2 HV. Mean-
while, the hardness values of the material far from the
deformation area had almost the same value (homoge-
neous). The hardness values were: at point A, 172.07 HV;
point B, 171.47 HV; point C, 171.09 HV; point D, 170.40 HV;
Figure 3: Designated indentation areas for the Vickers hard-
ness test.
Failure analysis of motorcycle shock breakers  1155
Figure 4: Results of the Vickers hardness test (unit: HV).
point E, 170.09 HV; point F, 171.3 HV; point G, 170.39 HV;
and point H, 172.2 HV.
In terms of the hardness values of the undamaged
material, the hardness values were not much lower or
higher than that of the standard (171.13 HV), and were
also similar to that of the ST 41 standard (172 HV). In
contrast, the hardness values in the area of the deforma-
tion of the shock breaker were increased, with an average
of 204.87 HV. The increase in hardness at the damaged
area, compared with areas far from the deformation, was
likely caused by the high stress in the area and, conse-
quently, strain hardening.
5.4 SEM-EDS analysis
SEM and EDS tests were carried out to observe the pattern
of fractures that occurred in the materials at high magni-
fication and to determine the composition of the chemical
constituents, respectively, such that the elements that
caused these materials to crack and fracture could be
determined. SEM and EDS testing were carried out at
the SEM laboratory of the Institut Teknologi Sepuluh
Nopember, using a Zeiss Evo 10 with an optimal magni-
fication of 5,000×. The shock breaker material was observed
at the crack initiation area, the crack propagation area, and
the final fracture. The results of the SEM test are shown in
Figure 5, where Figure 5(a) shows the crack initiation area,
as clarified by the results of observations made on the sur-
face of the fracture, which found that there was wide pro-
pagation. Figure 5(c) shows the morphological pattern of
the dimple fault in the propagation area, where the dimples
on the fracture surface were due to overload and fatigue of
the material.
SEM observations of the fracture surface indicate that
the cracks are streaked. These cracks elongated, causing
1156  Afrizal Yose Mahendra et al.
Figure 5: SEM imagery at surface magnification of: (a) 70×; (b) 200×; and (c) 500×.
the component to break. This further strengthens the
analysis result of the fracture surface namely, the desig-
nation of fatigue failure. The results of the EDS test,
shown in Figure 6, demonstrated that the fracture was
an intergranular fracture (i.e., at grain boundary).
Elemental oxygen can lead to corrosion process, as
oxygen can form oxides in the metal. The process of corro-
sion, caused by air and water trapped in the gaps between
the particles of metal, creates a damaging layer of oxides.
If this process is continuous, corrosion cracking in the
oxide layer can cause wider and deeper surface corrosion.
At high concentration, oxygen can react with iron (Fe),
forming small pores and leading to the occurrence of cor-
rosion between grains (i.e., intergranular corrosion).
5.5 Tensile test
Tensile testing is conducted to determine the strength
value of a material against a tensile force, as well as to
determine the shapes of faults [38]. Figure 7 shows that the
tensile strength of the shock breaker material in specimen
1 was 446.1 MPa, that in specimen 2 was 444.0 MPa, that in
specimen 3 was 445.8 MPa, and that in specimen 4 was
450.6 MPa. Overall, the average obtained tensile strength
was 446.3 MPa, compared with the standard tensile
strength value of shock absorbing materials of 452 MPa.
As for the value of yield stress in specimen 1 was
352.7 MPa, in specimen 2, 353.4 MPa, in specimen 3,
350.9 MPa, and in specimen 4, 345.2 MPa. Overall, the
average obtained yield strength was 353.3 MPa, com-
pared with the standard yield strength of shock breaker
materials of 357.2 MPa. Although the shock breaker mate-
rial was the same, it turned out that its ductility differed
[39]. The elongation values obtained in the first, second,
third and fourth specimens were 21.56, 21.65, 21.87, and
22.2%, respectively.
The average elongation value obtained from the sam-
ples was 21.89%, which was lower, when compared with
the typical elongation value of shock breaker material
(22.10%) [39]. This decrease in the elongation value
may have been caused by the increased hardness value
and decreased tensile strength of the material, leading to
decreased ductility; consequently, the shock breaker mate-
rial experienced ductile failure.
 Failure analysis of motorcycle shock breakers  1157

Figure 6: Results of the EDS analysis: (a) specimen photo and (b) element chart.

Tensile Test
500 446.1 444 445.8 450.6

400 352.7 353.4 350.9 356.2

300

200

100
21.56 21.65 21.87 22.2
0
1 2 3 4

Tensile Strength - MPa Yield Strength - MPa Elongaon (%)

Figure 7: Tensile test results for all specimens.

1158  Afrizal Yose Mahendra et al.
6 Concluding remarks
Damage to the shock breaker is a failure phenomenon
that must be analyzed and further investigated. If the
motorcycle components that are damaged cannot be
determined, there may be dangerous (or even fatal) con-
sequences for the motorcycle and passengers. Factors
that can cause damage to shock breakers must be found
immediately and identified, such that appropriate solutions
can be determined to prevent the damage. Prevention of
damage is expected to reduce the level of accidents and
improve the safety of transportation, such that shock breakers
can be used throughout the full service life of vehicle.
Several tests were carried out with the aim to identify
the damage to a shock breaker, including chemical com-
position testing, hardness testing, SEM-EDS analysis, and
tensile testing. Damages occurring in the shock breaker
may have occurred for several reasons, for example:
▪ Overload caused the material of shock breaker to experi-
ence cracks or defects on the surface. This is evidenced
by the result of visual observations which found that the
shock breaker experienced crack propagation resulting
in deformation/fracture.
▪ The age factor of the shock breaker components caused
by motorcycle users not taking good care of their
motorcycles, causing the shock breaker to be damaged.
• Errors in the assembly process that can cause the
shock breaker to unable to withstand the load resulting
in the shock breaker component being cracked, causing
it to break.
Based on the tests carried out, the results demon-
strated that there were several causes of failure in the
shock breaker, including overload such that the mate-
rial crack, maintenance, and errors in the assembly
process. As for future recommendations, we recom-
mend the following:
• Addition of Ni to the alloy, from 0.028% to 0.3%.
• Increasing Cu content to 0.3%.
• Increasing Cr content from 0.032% to 1.2%.
• Carry out regular maintenance and periodic checking
of motorcycle components.
• Maintain proper lubrication inside of the shock
breaker.
• Use of a special protective coating on the shock
breaker, in order to prevent corrosive environmental
damage
Acknowledgements: This work was supported by the
RKAT PTNBH Universitas Sebelas Maret, Surakarta
under scheme of Hibah Penelitian Unggulan Terapan
(PUT-UNS), with Grant/Contract No. 260/UN27.22/
HK.07.00/2021. The support is gratefully acknowledged
by the authors.
Funding information: This work was financially supported
by the RKAT PTNBH Universitas Sebelas Maret, Surakarta
under scheme of Hibah Penelitian Unggulan Terapan
(PUT-UNS), with Grant/Contract No. 260/UN27.22/HK.07.00/
2021. The support is gratefully acknowledged by the authors.
Conflict of interest: Authors state no conflict of interest.
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