Detroit Axle Front Struts and Sway Bar Kit for 2005-2010 Chevy Cobalt & 2006-2011 HHR: Our Complete Test and Review

When we first got our hands on the Detroit Axle Front Struts and Sway Bar Kit, we knew we were dealing with a comprehensive suspension solution designed specifically for 2005-2010 Chevy Cobalt and 2006-2011 HHR models without the RPO Code FE5. After extensively testing this complete 4-piece kit on a 2008 Cobalt with 142,000 miles and noticeable suspension wear, we’ve gathered substantial real-world insights that we’re excited to share with you.

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Why We Chose This Suspension Kit for Our Test Vehicle

The test vehicle—a 2008 Chevy Cobalt LS—was showing classic signs of worn suspension: bouncy ride quality, front-end clunking over bumps, uneven tire wear, and a noticeable drift during highway driving. Rather than replacing individual components piecemeal, we opted for Detroit Axle’s complete kit, which includes two fully assembled front struts with coil springs and two front sway bar links. This bundled approach immediately appealed to us because it addresses multiple suspension weak points simultaneously, saving both time and potential future headaches.

What’s Actually Included: Unboxing Our First Impressions

Upon opening the package, we found the kit well-organized and protected with adequate packaging materials. Here’s exactly what Detroit Axle includes:

• Two Complete Front Strut Assemblies: Fully assembled with coil springs already installed—this was a huge time-saver that we immediately appreciated
• Two Front Sway Bar Links: End links that connect the sway bar to the suspension, addressing those annoying clunking sounds
• All Necessary Hardware: Mounting nuts, washers, and fasteners arrived in separate labeled bags

Our initial visual inspection revealed solid construction quality. The strut assemblies featured protective paint coatings, the springs appeared uniformly coiled, and the sway bar links had snug-fitting rubber boots protecting the ball joints—all positive indicators of component quality.

Installation Experience: What DIY Mechanics Need to Know

We performed the installation in a home garage setting to simulate what most DIYers would experience. With a full socket set, spring compressors (which we didn’t need since the struts came pre-assembled), jack stands, and about four hours of work time, we completed the installation without professional assistance.

Installation Highlights from Our Hands-On Test

Pre-Assembled Struts Save Serious Time: This cannot be overstated. Traditional strut replacement requires dangerous spring compression, alignment, and assembly. Detroit Axle’s pre-assembled units eliminated the most hazardous and time-consuming step. We simply removed the old struts as complete units and bolted in the new assemblies. This alone saved us approximately two hours compared to previous strut jobs we’ve tackled.

Fitment Was Spot-On: All mounting points aligned perfectly with the factory locations. The strut tower bolts lined up without any forcing or modifications, and the lower mounting points matched the steering knuckle bolt patterns precisely. We’ve experienced aftermarket parts that require “persuasion” to fit—this wasn’t one of those situations.

Sway Bar Links Installed Without Drama: The end links featured a hex-shaped design on the ball joint stud, which prevented spinning during installation—a frustrating problem with cheaper alternatives. We appreciated this thoughtful design touch when tightening the nuts.

Tools and Skill Level Required

For home mechanics wondering if this is within their capability, we’d rate this as an intermediate-level job. You’ll need:

• Floor jack and jack stands (safety first—never work under a car supported only by a jack)
• Socket set with metric sizes (primarily 15mm, 18mm, and 21mm)
• Torque wrench (to ensure proper tightening specs)
• Penetrating oil (for those inevitable rusty bolts)
• Basic hand tools (wrenches, pliers, breaker bar)

If you’ve changed brake pads or rotors before, you have the foundational skills needed. Allow yourself a full afternoon if this is your first suspension job.

Performance Transformation: Before and After Testing

The real test of any suspension component is how it performs on actual roads. We conducted systematic before-and-after evaluations across different driving conditions.

Ride Quality and Comfort

The improvement was immediately noticeable. The bouncy, underdamped feel that plagued the Cobalt disappeared entirely. Over expansion joints and pavement irregularities, the new struts absorbed impacts with controlled, damped motion—exactly what properly functioning suspension should do. Highway driving at 65-70 mph felt planted and stable, where previously the car felt floaty and required constant minor steering corrections.

Noise Reduction

Those annoying clunks and rattles over bumps? Completely eliminated. The new sway bar links particularly addressed the knocking sounds that occurred during parking lot maneuvers and slow-speed turns. We drove over deliberately rough roads (our “test loop” includes some notoriously pothole-riddled streets) and experienced quiet, controlled suspension movement.

Handling and Cornering

During spirited driving on curved roads, we noticed improved body control. The fresh sway bar links and properly functioning struts worked together to reduce body roll during cornering. The car felt more responsive to steering inputs and maintained better tire contact with the road surface through turns.

Durability and Component Quality Assessment

Beyond initial installation and performance, we examined the components closely to assess long-term durability prospects.

Strut Assembly Construction

The strut bodies feature a monotube design with what appears to be quality sealing to prevent oil leakage—a common failure point in budget struts. The mounting plates are heavy-gauge steel with corrosion-resistant coating. The coil springs are powder-coated to resist rust, particularly important for those in salt-belt states.

Sway Bar Link Build Quality

The end links utilize a ball-and-socket design enclosed in protective rubber boots. We checked for excessive play before installation (there was none) and appreciated the grease fittings that allow for future lubrication—a feature often omitted on cheaper alternatives. The threaded studs are long enough to accommodate slight variations in positioning without running out of thread engagement.

Who Should Consider This Suspension Kit?

Based on our hands-on experience, this Detroit Axle kit is ideally suited for:

• High-Mileage Cobalt and HHR Owners: If your vehicle has 80,000+ miles and still has original suspension components, this kit addresses wear before it becomes a safety concern
• DIY Mechanics: The pre-assembled design makes this accessible to home mechanics with intermediate skills
• Budget-Conscious Drivers: Compared to dealership parts and labor, this kit offers substantial savings without sacrificing quality
• Those Experiencing Suspension Symptoms: Bouncy ride, clunking noises, uneven tire wear, or poor handling all indicate this kit could restore your vehicle’s driving dynamics

Important Compatibility Note: The RPO Code FE5 Exclus