A supplier needs more than a UTV model name to customize suspension correctly.

For a basic replacement shock, dimensions may be enough to begin a conversation.

For a genuine custom project, they usually are not.

The supplier needs to understand three things:

What the vehicle is → How the suspension moves → What you want to change

That normally means collecting information about vehicle weight, axle loads, passenger and cargo conditions, existing shock dimensions, suspension geometry, wheel travel, terrain, operating speed, packaging space, and the performance issue the new suspension is expected to solve.

The better the input data, the easier it is to move from:

“Can you make a UTV shock like this?”

to:

“Can you develop a shock and spring specification for this vehicle and operating condition?”

For OEM buyers, distributors, and private-label brands, that difference matters. It affects prototype accuracy, quotation quality, development time, and the number of revisions likely to be required before production.

What Is the Minimum Information Needed to Start?

You do not always need a complete engineering file before contacting a supplier.

A first discussion can often begin with a relatively small set of information:

• Vehicle type or model
• Front or rear shock
• Current shock sample or photos
• Extended length
• Compressed length
• Mounting type
• Vehicle weight
• Intended load
• Terrain
• Current suspension problem
• Estimated order quantity

That is enough to tell the supplier whether the inquiry appears to be a straightforward replacement, a modified shock, or a more involved custom suspension project.

But it may not be enough to finalize the design.

A more complete engineering package will reduce guesswork later.

Start With the Vehicle, Not the Shock

One of the most common RFQs in suspension sourcing looks like this:

“We need a 450 mm UTV shock absorber. Please quote.”

The supplier knows the extended length.

Almost everything else is still unknown.

They do not know:

• How much the vehicle weighs
• Where that weight is carried
• How much suspension travel exists
• How the shock is mounted
• Whether 450 mm is measured fully extended
• What compressed length is required
• What spring supports the vehicle
• Whether the current shock bottoms
• Whether the problem is ride comfort or load support
• Whether the vehicle runs slowly on work roads or quickly over rough trails

That is why a custom suspension RFQ should begin with the vehicle.

1. Vehicle Type and Application

Tell the supplier what kind of UTV the suspension will be used on.

Examples include:

• Two-seat recreational UTV
• Four-seat passenger UTV
• Utility UTV
• Farm vehicle
• Electric UTV
• Industrial utility vehicle
• Rental fleet vehicle
• Aftermarket recreational vehicle
• Heavy-duty cargo UTV

This immediately gives context to the project.

A shock developed for a lightly loaded recreational vehicle does not necessarily suit a utility vehicle carrying tools and cargo every day.

Likewise, a suspension designed around low-speed work use may have different priorities from one intended for faster trail driving.

Application should come before product specification.

2. Vehicle Weight

Vehicle weight is one of the most useful pieces of information you can provide.

At minimum, give the approximate curb weight.

Even better, provide the vehicle in the actual condition in which it will operate.

That may include:

• Battery
• Winch
• Roof
• Doors
• Cargo box
• Tool rack
• Spare tire
• Additional protection
• Other permanent accessories

These additions can materially change the suspension load.

An electric UTV is a good example. A heavier battery pack changes the vehicle's permanent load before passengers or cargo are added.

For suspension development, the supplier needs the vehicle that actually exists—not only the base specification from an old catalog.

3. Front and Rear Axle Loads

Total vehicle weight is useful.

Front and rear axle loads are better.

Consider two UTVs that both weigh 800 kg.

One may carry 52% of that weight on the front axle.

The other may carry substantially more weight at the rear because of its battery, cargo box, engine layout, or passenger configuration.

Those vehicles do not present the same suspension requirement.

For custom shock development, axle load helps answer:

• How much load is each suspension end supporting?
• Does the front or rear need the larger change?
• Is the current spring adequately matched?
• Will cargo create a major rear-load shift?
• Does the vehicle need different front and rear tuning?

A practical rule is:

Total vehicle weight tells the supplier how heavy the UTV is. Axle load tells the supplier where the suspension has to carry that weight.

4.Passenger and Cargo Conditions

Do not send only the maximum payload rating.

Tell the supplier how the vehicle is actually used.

Useful conditions include:

• Driver only
• Driver plus passenger
• Four occupants
• Typical cargo
• Maximum normal cargo
• Permanent tools
• Towing equipment
• Mounted accessories

For a four-seat UTV, seat count alone is not enough.

Actual operating load matters.

For a utility UTV, a buyer might say:

“The vehicle normally operates with one driver and 150–250 kg of cargo. It occasionally carries more, but the suspension should primarily be optimized around the normal working load.”

That is much more useful than:

“Payload is 500 kg.”

The supplier can then understand which condition matters most.

5. Current Shock Extended Length

Measure the current shock at full extension if possible.

The supplier needs to know exactly how the measurement was taken.

For eye-to-eye designs, this is often measured from the center of one mounting eye to the center of the other.

For other mounting types, the reference points may differ.

Do not assume every supplier uses the same dimensional convention.

A technical drawing or marked photograph helps avoid confusion.

6. Current Shock Compressed Length

Compressed length is just as important as extended length.

A shock that fits at ride height may still be unsuitable at full suspension compression.

If the compressed dimension is too long, the shock may reach its internal limit before the suspension reaches the intended bump position.

If the specification is wrong in the other direction, other vehicle components may become the limiting factor.

Send both:

Extended Length + Compressed Length

not only the installed length.

The difference between these dimensions also helps establish the shock's available stroke.

For more detail on this relationship, see the guide to UTV wheel travel and shock stroke.

7. Shock Stroke

Shock stroke describes how far the damper moves between its extended and compressed states.

Do not confuse it with wheel travel.

A UTV can have substantially more wheel movement than shock stroke because the suspension geometry creates a mechanical relationship between the wheel and shock.

That means:

300 mm wheel travel ≠ 300 mm shock stroke

unless the geometry happens to produce that relationship.

If you know the current stroke, include it.

If not, send accurate extended and compressed dimensions so the supplier can begin reviewing the requirement.

8. Wheel Travel

If the vehicle manufacturer has a verified wheel-travel figure, provide it.

For a custom platform, CAD or physical suspension cycling may give more useful information.

Wheel travel helps the supplier understand how much movement must be controlled at the wheel.

This becomes especially important when the buyer wants:

• More travel
• A long-travel version
• Different ride height
• Revised shock mounting
• New control arms

If you are developing rather than simply replacing the shock, the supplier should understand how wheel travel and shock movement relate before finalizing stroke.

9. Shock Mounting Type and Dimensions

Take clear photographs of both mounting ends.

Common information includes:

• Eye mount
• Fork mount
• Stud mount
• Bushing width
• Bolt diameter
• Sleeve dimensions
• Mounting spacing

A shock can have the correct overall length and still fail to install because the mounting hardware is wrong.

This is one reason photographs should accompany dimensional data.

A ruler beside the part is useful, but a proper drawing is better.

10. Suspension Hard Points

For a more advanced OEM project, the supplier may need the suspension hard points.

These are the key attachment locations that define how the suspension moves.

Depending on the architecture, useful data may include:

• Upper shock mount
• Lower shock mount
• Control-arm pivots
• Knuckle points
• Chassis interfaces
• Relevant steering points

These can be shared through:

• CAD
• Engineering drawings
• Coordinate tables
• Accurate physical measurements

Hard-point information becomes particularly important when the project involves changing shock stroke, travel, or mounting position.

11. Vehicle CAD Data

CAD can dramatically improve the technical discussion for a custom project.

A useful CAD package may include:

• Chassis area around the suspension
• Control arms
• Knuckle
• Shock
• Wheel and tire
• Relevant steering components
• Relevant driveline components
• Suspension mounting points

The complete vehicle model is not always required.

For IP-sensitive projects, the buyer can ask the supplier which assemblies are actually necessary.

A reduced suspension model may be enough.

For projects involving increased travel or changed geometry, see long-travel UTV suspension from CAD data.

12. Current Spring Information

If you know the existing spring specification, send it.

Useful information may include:

• Free length
• Outside diameter
• Wire diameter
• Spring rate
• Preload
• Single-rate or multi-rate arrangement
• Secondary spring where applicable

If spring rate is unknown, do not guess.

A physical sample, drawing, or measured dimensions are still useful.

Remember that the shock absorber and spring do different jobs:

The spring supports the vehicle. The damper controls how the suspension moves.

If the main complaint is excessive loaded sag, changing damping alone may not solve the problem.

13. Current Ride Height and Sag

Measure how the vehicle sits in real operating conditions.

Useful measurements can include:

• Unloaded ride height
• Driver-only ride height
• Normal loaded ride height
• Suspension sag
• Remaining bump travel

This can reveal a problem that a shock drawing alone cannot show.

For example, a utility UTV may have sufficient total suspension travel on paper but use too much of that travel simply supporting its normal rear load.

The result is limited remaining compression travel.

The correct solution may involve spring specification before more complicated shock architecture is considered.

14.Tire and Wheel Size

Include:

• Tire diameter
• Tire width
• Wheel size
• Offset if relevant

Larger tires can affect:

• Unsprung mass
• Clearance
• Suspension packaging
• Steering clearance
• Dynamic behavior

If the project changes wheel travel, the tire envelope should be checked at full compression, full droop, and steering positions where relevant.

A shock should not be developed in isolation from the wheel and tire package.

15. Terrain

“Off-road” is too broad.

Describe the actual surface.

For example:

• Farm road
• Gravel
• Rocky trail
• Washboard road
• Sand
• Desert terrain
• Forest trail
• Construction site
• Mine road
• Mixed road and off-road use

Terrain gives the supplier useful context for damping development.

A slow utility vehicle crossing occasional ruts has different demands from a recreational UTV repeatedly hitting uneven terrain at higher speed.

16. Typical Operating Speed

The supplier does not need only the maximum speed printed in the vehicle specification.

Tell them how the UTV is normally driven.

For example:

“Typical operation is 15–30 km/h on uneven work roads.”

or:

“The vehicle is used for recreational trail driving with sustained higher-speed rough sections.”

Suspension movement can be very different at different speeds even on the same terrain.

That directly affects the damping requirement.

17. Duty Cycle

How long does the UTV work under those conditions?

Compare:

10 minutes of occasional rough terrain

with:

two hours of continuous rough-road operation

Those are not equivalent damper demands.

Duty-cycle information becomes especially important when buyers are evaluating higher-performance shocks or reservoir designs.

For demanding applications, the guide to remote reservoir UTV shocks explains why repeated suspension cycling, heat, load, and operating time should be evaluated together.

18. Describe the Current Problem

This is one of the most valuable parts of the RFQ.

Do not write:

“Current suspension is not good.”

Tell the supplier what the vehicle actually does.

Examples are much more useful:

“The rear suspension sits too low with normal cargo.”

“The vehicle bottoms frequently on medium-size bumps when fully loaded.”

“The front feels harsh over small repetitive bumps.”

“The suspension rebounds too quickly after larger impacts.”

“The vehicle feels controlled initially but less controlled after extended operation on rough roads.”

“The rear suspension works well loaded but feels unnecessarily stiff when empty.”

Each description points toward a different engineering discussion.

19. Define What You Want to Improve

Customization requires a target.

Possible priorities include:

• Better load support
• More ride comfort
• Reduced bottoming
• Better wheel control
• Increased travel
• Better damping consistency
• Adjustable damping
• Different ride height
• Improved packaging
• Reservoir shock design
• Private-label product development

Rank your priorities if several apply.

A suspension cannot be optimized around a vague request for “better performance.”

Better for what?

That question should be answered before prototype development starts.

20.Fixed or Adjustable Damping

If you already have a preference, tell the supplier.

But avoid specifying adjusters simply because they sound more advanced.

An adjustable shock can make sense when the UTV has meaningfully different:

• Loads
• Terrain
• Driver requirements
• Operating conditions

A fixed specification may be perfectly suitable for a vehicle that operates under predictable conditions.

The previous guide on fixed vs adjustable UTV shock absorbers explains the selection logic in more detail.

Remember:

Preload adjustment is not the same as damping adjustment.

The supplier should know which function the buyer actually needs.

21. Reservoir Requirements

Do not automatically request a reservoir because the product looks more premium.

Tell the supplier why you think one may be needed.

Possible reasons include:

• Sustained rough operation
• Repeated high-frequency suspension cycling
• Packaging constraints
• Damping consistency requirements
• External adjustment requirements

If the reservoir is remote-mounted, include available mounting space and hose-routing constraints.

Photographs or CAD are especially useful here.

22. Environmental Conditions

Some UTVs operate in relatively clean recreational environments.

Others work around:

• Mud
• Dust
• Water
• Salt
• Fertilizer
• Construction debris
• Frequent pressure washing
• High or low ambient temperatures

Tell the supplier about unusual environmental exposure.

This information may affect discussions around seals, protective finishes, exposed components, maintenance expectations, and validation requirements.

Do not wait until the first prototype arrives to mention that the vehicle works in a highly corrosive environment.

What If I Do Not Have CAD?

You can still begin.

For many aftermarket or lower-complexity projects, a supplier can start with:

• Physical shock sample
• Accurate dimensions
• Vehicle photos
• Mounting photos
• Vehicle weight
• Axle loads
• Wheel travel
• Load conditions
• Spring information
• Operating description

The more significant the geometry change, however, the more useful CAD becomes.

A simple replacement project and a long-travel suspension project should not be treated as the same engineering task.

If geometry is changing and CAD is unavailable, additional physical measurement and prototype work may be needed.

What If I Do Not Know the Spring Rate?

Say that you do not know it.

Do not invent a number.

Instead, send:

• Spring sample
• Free length
• Outside diameter
• Wire diameter
• Photos
• Current installed preload
• Vehicle load data

The supplier can then tell you what further information or testing is needed.

Accurate incomplete data is more useful than confident but incorrect data.

What If I Only Have the Original Shock Sample?

A physical sample can be a useful starting point for a replacement or modified-shock project.

It allows the supplier to inspect dimensions and construction.

However, the sample does not tell the complete vehicle story.

It cannot independently reveal:

• Actual axle load
• Payload range
• Wheel travel
• Terrain
• Duty cycle
• Target ride quality
• Why the current product is being changed

So send the sample together with application information.

A supplier can copy a component from a sample.

Customization requires understanding why something should change.

Minimum RFQ vs Engineering-Grade RFQ

The purpose of the second column is not to make the RFQ complicated.

It is to reduce assumptions.

Three Different Types of “Custom UTV Suspension”

Not every custom inquiry needs the same development process.

Dimensional Customization

The basic vehicle application is already established.

The buyer needs changes such as:

• Length
• Mounting
• Spring
• Finish
• Branding

Engineering scope is relatively limited.

Performance Customization

The shock physically fits, but the buyer wants different vehicle behavior.

This may involve:

• Spring rate
• Compression damping
• Rebound damping
• Adjustability
• Reservoir architecture

Load and operating information become much more important.

Vehicle-Level Suspension Development

The vehicle itself is being developed or significantly modified.

This can involve:

• CAD
• Hard points
• Wheel travel
• Motion ratio
• New shock dimensions
• New springs
• Packaging
• Prototype iterations

The RFQ should clearly state which level applies.

Otherwise, two suppliers may quote completely different scopes while appearing to quote the same project.

What Information Is Needed for Pricing?

A factory can sometimes give an approximate unit price from basic specifications.

A meaningful OEM quotation usually needs more context.

Commercial information may include:

• Prototype quantity
• Pilot quantity
• Estimated production quantity
• Annual forecast
• OEM or private label
• Logo requirements
• Packaging requirements
• Market destination
• Documentation requirements
• Customer-specific testing requirements

Development cost and production cost should be separated when appropriate.

A one-off prototype price should not automatically be compared with a production unit price.

Likewise, a quotation for a dimensional copy should not be compared directly with one that includes custom engineering and prototype revisions.

How Should Prototype Requirements Be Defined?

Tell the supplier what the first samples are supposed to prove.

Typical prototype questions include:

• Does the shock fit?
• Is ride height correct?
• Is spring support suitable?
• Does the vehicle retain sufficient bump travel?
• Is droop within mechanical limits?
• Does the tire clear the chassis?
• Does damping address the original complaint?
• Is reservoir packaging practical?
• Does the vehicle work both loaded and unloaded?

The first prototype does not have to prove everything at once.

It should answer the highest-risk questions first.

What Should Be Recorded During UTV Testing?

Avoid feedback such as:

“Shock feels better.”

Record the test condition.

For example:

• Vehicle weight
• Passenger count
• Cargo weight
• Tire pressure
• Spring/preload setting
• Compression setting if adjustable
• Rebound setting if adjustable
• Test terrain
• Approximate speed
• Test duration
• Driver observations
• Bottoming events
• Clearance issues

Now the supplier can compare revisions intelligently.

Without controlled test data, tuning easily becomes guesswork.

What Are the Most Common RFQ Mistakes?

A high-quality RFQ is not necessarily long.

It is specific.

A Ready-to-Send UTV Suspension RFQ Template

Instead of writing:

“Please quote custom UTV shock absorbers.”

send something closer to this:

Vehicle: Four-seat utility UTV
Project: Custom rear suspension
Vehicle weight: [insert]
Rear axle load, empty: [insert]
Rear axle load,normal working condition: [insert]
Passengers: [insert]
Typical cargo: [insert]
Current shock extended length: [insert]
Current shock compressed length: [insert]
Current spring: [insert or unknown]
Wheel travel: [insert]
Tire size: [insert]
Terrain: [insert]
Typical speed: [insert]
Duty cycle: [insert]
Current problem: [describe observed behavior]
Target improvement: [describe desired behavior]
CAD/drawings: Available / Not available
Physical sample:Available / Not available
Prototype quantity: [insert]
Estimated production quantity: [insert]
OEM/private label: [insert]

This type of inquiry helps a supplier understand both the technical requirement and whether the project is commercially ready.

What Should You Ask the Supplier in Return?

Customization is a two-way technical conversation.

Once you provide the project data, ask the supplier:

1. Is the information sufficient to start?
2. Which dimensions still need confirmation?
3. Do you need a sample or CAD?
4. Is the existing spring suitable?
5. Does the requested shock stroke match the available wheel travel?
6. Are there any bump or droop risks?
7. Is fixed damping sufficient?
8. Is a reservoir actually necessary?
9. What should the first prototype validate?
10. What data should we record during vehicle testing?
11. How will prototype revisions be identified?
12. What specification will become the production reference?

The purpose is not to test the salesperson with technical questions.

It is to find out whether the supplier has a clear development process.

How Can Buyers Protect CAD and Project Information?

For proprietary vehicle programs, decide how much information genuinely needs to be shared.

Possible approaches include:

• NDA before detailed CAD transfer
• Reduced CAD assemblies
• Suspension-area models only
• Hard-point coordinates
• Controlled revision numbers
• Limited access to project files
• Clear drawing ownership terms
• Clear tooling ownership terms where relevant

Ask these questions before the development package becomes large.

IP management is part of supplier selection, especially for new vehicle platforms.

How Can Bedo Auto Support the Project Discussion?

If you are preparing a custom shock absorber or UTV suspension inquiry for Bedo Auto, start with the available vehicle and suspension data rather than waiting until every engineering detail is complete.

You can review the shock absorber product range first, then prepare the relevant vehicle data, dimensions, photos, CAD, load conditions, terrain, and customization targets.

For an active OEM, replacement, or private-label project, send the available information through the Bedo Auto contact page.

A useful first message might be:

“We are developing a UTV suspension project and can provide current shocks, vehicle weight, front and rear axle loads, wheel travel, CAD, passenger/cargo conditions, terrain and expected production volume. Our main problem is excessive rear sag and frequent bottoming under normal working load. We would like to evaluate the spring and shock specification and build prototypes for vehicle testing.”

That gives the conversation somewhere useful to begin.

FAQ

What information does a supplier need to customize UTV suspension?

The most useful information includes vehicle weight, front and rear axle loads, passenger and cargo conditions, current shock dimensions, spring information, wheel travel, mounting geometry, CAD or drawings, terrain, speed, duty cycle, and the suspension problem you want to solve.

Can a UTV shock be customized from dimensions alone?

A dimensional replacement can sometimes begin from shock measurements and a physical sample. Performance customization normally requires additional vehicle, load, geometry, and operating information.

Do I need CAD for custom UTV suspension?

Not for every project. CAD becomes especially valuable when shock mounting, wheel travel, suspension geometry, packaging, or long-travel development is changing.

Can a supplier customize UTV shocks from a sample?

A sample is a useful starting point, but it does not show vehicle weight, axle loads, terrain, payload, or target performance. Application data should be provided as well.

Why does a supplier need front and rear axle loads?

Axle loads show where the vehicle's weight is carried. This helps evaluate spring and damping requirements more accurately than total vehicle weight alone.

What shock dimensions should I provide?

At minimum, provide extended length, compressed length, mounting type, mounting dimensions, and available stroke if known.

Does the supplier need the current spring rate?

It is helpful but not always available. If the rate is unknown, send the spring sample or dimensional information together with vehicle load data.

What should I tell the supplier about terrain?

Describe the real operating surface, such as farm roads, gravel, rocks, washboard, sand, construction roads, or high-speed recreational trails. “Off-road” alone is usually too general.

Should I tell the supplier my current suspension problem?

Yes. Specific observations such as loaded sag, bottoming, harshness, excessive rebound, or reduced control after extended rough operation are highly useful for customization.

What information is needed for a UTV suspension quotation?

In addition to technical data, provide prototype quantity, expected production quantity, OEM/private-label requirements, packaging needs, target market, and any project-specific testing or documentation requirements.

Conclusion

A supplier does not need every piece of vehicle data before the first conversation.

But the quality of a custom UTV suspension project depends heavily on the quality of the information shared before the first prototype is approved.

A useful development chain looks like this:

Vehicle → Weight → Axle Loads → Suspension Geometry → Current Shock → Wheel Travel → Spring → Operating Load → Terrain → Problem → Target → Prototype → Vehicle Test → Production Specification

If you only send a shock length, the supplier can discuss a shock length.

If you send vehicle geometry, load data, operating conditions, current suspension behavior, and a clear performance target, the supplier can begin discussing the suspension system.

For OEM and private-label buyers, that is the real purpose of a strong RFQ.

It reduces assumptions before quotation, makes prototype feedback easier to interpret, and gives both buyer and supplier a much clearer definition of what the finished UTV suspension is supposed to achieve.