Skid Steer Bouncing While Driving? How to Troubleshoot Ride Control and Weight Distribution

A skid steer bouncing while driving is not a single problem-it is three problems wearing the same symptom. The bounce can start in a failing ride control accumulator, in a weight distribution error caused by the wrong attachment, or in tires and tracks that no longer absorb impact the way they should. Most operators assume the machine needs a dealer visit. In many cases, the fix is something you can diagnose and correct on-site in under an hour. This article walks through the causes in the order you should check them.

Why Skid Steers Bounce-And Why Speed Makes It Worse

Skid steers have no frame suspension. The chassis sits directly on the axles (wheeled models) or the undercarriage rollers (compact track loaders). Every bump transfers straight through the frame, the cab, and the operator's hands on the joysticks.

The weight split between front and rear makes bouncing worse. An empty wheeled skid steer carries roughly 70% of its mass over the rear axle and 30% over the front. A full bucket reverses that ratio-70% up front, 30% in the back. In either case, the lighter end lifts easily when the machine hits a bump at speed, and the machine starts to rock nose-to-tail.

Speed is the multiplier. Most skid steers travel at roughly 7 mph in low range and 10-12 mph in high range (two-speed). In high range, impact energy rises fast. The front or rear end launches off a rut, compresses the tires or track rollers on landing, and the stored energy throws the opposite end upward. Without ride control active, this cycle feeds itself.

The operator's body adds a feedback loop. During a bounce event at full throttle, the operator's hands move involuntarily on the joysticks. The hydrostatic drive responds instantly to every input. Each micro-correction creates a torque jerk that amplifies the next bounce. The fastest way to break this cycle is to release both joysticks to neutral and let the machine coast to a stop.

Tip from the Skidsteers.com Team: If your machine starts bouncing hard on a gravel road or across a rough lot, resist the urge to steer out of it. Release the joysticks completely and let the drive pressure drop to zero. Re-engage at lower RPM. Fighting the bounce with corrections always makes it worse.

How Skid Steer Ride Control Works

Ride control is a hydraulic suspension system built into the lift arm circuit. Every major OEM offers a version of it, but the core mechanism is the same across brands.

The Accumulator Circuit

The circuit has three main components: the lift cylinders, a solenoid valve, and a hydropneumatic accumulator filled with compressed nitrogen separated from the hydraulic oil by a bladder or piston.

When the operator activates ride control, the solenoid valve opens a hydraulic path between the lift cylinders and the accumulator. As the machine hits a bump, the impact pushes the lift arms upward and forces oil out of the lift cylinders. That oil flows through the open solenoid valve into the accumulator, where it compresses the nitrogen gas cushion. The gas absorbs the shock energy, then releases the oil back into the cylinders gradually. The lift arms float instead of slamming, and the bucket holds its load instead of spilling it.

When ride control is off, the solenoid valve closes. Oil is trapped in the lift cylinders, the arms are rigid, and the machine behaves like a standard loader-necessary for digging, grading, and any work that requires precise arm control.

Bobcat ARC vs. CAT vs. Case

The three major OEMs activate ride control by different criteria. Bobcat's Automatic Ride Control (ARC) is load-sensitive-it activates automatically when the system detects weight in the bucket or on the attachment. When the operator dumps the load or disconnects the attachment, ARC disengages and the arms go rigid. The operator can also disable ARC manually from the cab for precision work such as grading or running a breaker.

CAT uses speed-sensitive ride control. The system activates when the machine exceeds a set travel speed, which the operator can configure through the Advanced Display panel. The arms stay rigid during slow digging and grading, then soften automatically during fast loaded travel-exactly when bouncing is most destructive.

Case offers both a manual on/off toggle and an automatic mode that responds to drive dynamics and circuit pressure. The operator chooses how much control to hand over to the system.

Skid Steer Ride Control Not Working? Three Failure Modes to Check

When ride control stops working, the symptom is the same: the arms go rigid and the machine bounces as if the system were turned off. Three internal failures cause this.

Loss of nitrogen precharge

The nitrogen gas in the accumulator leaks slowly through seals and the gas valve over months or years. As the precharge drops, the gas cushion weakens. The arms absorb less and less impact energy until the ride feels no different from having the system off. Side effects include erratic pressure fluctuations in the hydraulic circuit, hydraulic hammering (knocking sounds in the lines), and the hydraulic pump cycling more frequently-which raises oil temperature.

Bladder or membrane rupture

The rubber bladder that separates nitrogen from hydraulic oil tears. Nitrogen escapes directly into the oil circuit, and the accumulator can no longer hold any precharge. The signature symptom is spongy, unpredictable lift arm behavior-the cylinders compress trapped gas instead of moving fluid cleanly. If you connect a nitrogen charging kit and oil comes out of the gas valve instead of gas, the bladder is ruptured. The accumulator needs a new bladder or full replacement.

Stuck solenoid valve

The solenoid valve can stick closed or open. Stuck closed means the lift cylinders never connect to the accumulator-ride control has no effect regardless of switch position. Stuck open means the arms float permanently, even during digging and grading. On machines with electronic diagnostics, a stuck solenoid typically logs fault codes in the ride control circuit. On Bobcat machines, codes in the C103A/C103B range indicate a solenoid circuit fault (open circuit, short to ground, or short to power), while H1502-H1603 series codes point to valve output or relay failures. You can read these codes from the cab display without dealer software by pressing the information button and scrolling to the service code menu. On other OEMs, consult the operator's manual for equivalent diagnostic codes-every manufacturer labels these circuits differently.

Tip from the Skidsteers.com Team: Before you suspect the accumulator, check the simplest cause first. On Bobcat machines with ARC, the system will not activate unless it detects weight on the attachment. If you are traveling empty and expect ride control to work, it will not-that is normal ARC behavior, not a failure. Try the test with a half-loaded bucket.

How Skid Steer Weight Distribution Changes with Every Attachment

A standard bucket keeps the load's center of gravity close to the coupler plate. The weight stays inside the machine's footprint, and the 70/30 front-to-rear ratio under load remains within the rated operating capacity (ROC). This is the baseline that every manufacturer uses to calculate tipping load and stability.

Pallet forks shift the center of gravity forward and away from the machine. A pallet sitting on 48-inch fork tines places the load's center several feet ahead of where a bucket load would sit. The same weight on forks creates a larger tipping moment than the same weight in a bucket. The rear axle gets lighter, traction drops, and bouncing at speed gets worse-especially on wheeled machines where the rear tires can break contact with the ground entirely. Pallet forks from Skidsteers.com are rated by load capacity and tine length, which helps match the fork to the machine's ROC rather than guessing at compatibility.

A grapple adds significant dead weight at the front of the arms even before it picks up a load. An industrial grapple can weigh 800 lb or more. That mass shifts the machine's center of gravity forward and upward just by being attached, reducing rear-axle loading and making the empty machine more prone to rocking during fast travel.

On compact track loaders (CTLs), the same weight-shift physics apply, but tracks distribute the load across the full undercarriage rather than concentrating it on four tire patches. A CTL with an oversized grapple will not lift the rear off the ground the way a wheeled skid steer can, but it will overload the front rollers and front idler, increasing wear and worsening tracking stability. The fix is straightforward: match the attachment to the machine's ROC, and count the attachment's dead weight as part of the total front-end load.

Skid Steer Tire Pressure Bouncing: Pneumatic vs. Solid vs. Foam-Filled

Pneumatic tires (air-filled) provide the lowest bounce amplitude. The compressed air inside the casing acts as a natural spring, absorbing ground impacts before they reach the frame. Standard pneumatic tire pressure for most skid steers falls between 45-60 PSI, though heavy-duty and severe-duty casings may call for pressures as high as 90 PSI depending on the load rating.

Over-inflated tires lose their spring effect. A tire pumped 15-20 PSI above its rated pressure becomes rigid-every bump transmits straight into the frame. The ride gets harsh, the bounce amplitude increases, and the machine becomes harder to control at speed. Under-inflated tires create a different problem: the sidewalls flex excessively, the machine rocks side-to-side, and the risk of sidewall blowout increases.

Solid tires (also called solid flex or flat-proof tires) eliminate puncture risk but deliver a noticeably rougher ride. The rubber compound replaces the air cushion entirely. Impact energy has nowhere to go except through the frame. Manufacturers compensate with aperture holes molded into the tire body to add limited flex, but the ride is still significantly harsher than pneumatic tires-especially on hard surfaces like concrete and asphalt.

Foam-filled tires split the difference. A standard pneumatic casing is filled with polyurethane foam instead of air, providing puncture resistance close to solid tires while maintaining ride quality closer to pneumatic. The trade-off is weight-foam-filled tires are heavier, which adds mass to the undercarriage and slightly increases fuel consumption.

Tip from the Skidsteers.com Team: If your wheeled skid steer rides rough but ride control works fine, check tire pressure before anything else. Grab a gauge-a visual check is not enough. A tire that looks correct can still be 20 PSI over spec. On machines running solid tires, consider whether over-the-tire (OTT) tracks might smooth the ride on your typical terrain. They distribute impact force across a longer contact surface and eliminate the single-wheel-in-a-rut problem.

CTL Bouncing While Driving-Track Tension and Sag Specs

On compact track loaders, track tension replaces tire pressure as the variable that controls ride smoothness. A track that is too tight creates excessive friction across the undercarriage. The machine feels stiff, vibration increases, and the rollers, sprockets, and final drives wear faster. A track that is too loose wanders on the undercarriage, causes the machine to drift off course, and increases the risk of de-tracking-the track coming off the sprocket entirely.

Manufacturers specify tension as a sag measurement: the distance the lower track span deflects downward when the machine is lifted off the ground. Bobcat specifies 19-22 mm (3/4-7/8 inch) of sag on models like the T590. Takeuchi calls for 15-30 mm. The general industry standard across most CTL models falls between 25-50 mm (1-2 inches), but always check the operator's manual for the exact spec on your machine-getting it wrong in either direction shortens undercarriage life and worsens ride quality. If your CTL tracks are worn past the tread-depth indicator or the lugs show visible cracking, no amount of tension adjustment will restore ride smoothness. Worn tracks need replacement.

A Skid Steer Rough Ride Fix You Can Do Without the Dealer

Before you call for service, run through this diagnostic sequence on-site. It moves from the simplest, cheapest checks to the ones that require parts or tools.

Operator Technique and Machine Settings

Release the joysticks and reduce engine RPM. If the bouncing stops, the cause was operator-induced feedback through the hydrostatic drive, not a mechanical failure. On machines with configurable drive response (SJC joystick controls), lower the drive response sensitivity. Check the joystick neutral zone (Lift and Tilt Compensation) and widen it if it is set too tight.

Fault Codes

Press the information button on the cab display and scroll to the service code menu. Look for ride control circuit codes. On Bobcat machines, codes in the C103A/C103B range indicate a solenoid circuit fault (open circuit, short to ground, or short to power). Codes in the H1502-H1603 range point to valve output or relay failures in the ride control circuit. On other OEMs, consult the operator's manual for equivalent diagnostic codes-every manufacturer labels these circuits differently.

Hydraulic Oil Level and Condition

Check the sight glass or dipstick. Low hydraulic fluid causes jerky, unpredictable lift arm movement and amplifies bouncing under load. Inspect the oil for tiny bubbles-aerated oil compresses instead of transmitting force cleanly, producing a spongy feel in the cylinders and visible vibration under load. Oil viscosity matters too: cold oil flows slowly through the ride control valve and delays the system's response. Let the machine warm up for 5-10 minutes before judging ride quality in cold weather.

Tires or Tracks

On wheeled machines, measure tire pressure with a gauge. The correct range is typically 45-60 PSI for standard casings-check the sidewall or operator's manual for the rated pressure on your specific tires. On CTLs, lift one side of the machine and measure track sag at the midpoint of the lower span. Compare it to the manufacturer's spec.

Attachment Fit

Confirm the attachment weight and hydraulic flow requirements match your machine's rated operating capacity and auxiliary flow. An oversized attachment shifts the center of gravity too far forward and makes bouncing worse at any speed. A loose coupler connection between the attachment and the mounting plate can also introduce play that amplifies vibration-check for wear and proper engagement before assuming the problem is deeper in the machine.

Visual Inspection of the Ride Control Accumulator

Look for dents, rust, or oil weeping around the seals and hydraulic connections on the accumulator body. If the lift arms move excessively with ride control on-no damping at all-the nitrogen precharge has likely dropped below operating pressure. A nitrogen charging kit can confirm this. If oil comes out of the gas valve, the bladder is ruptured and the accumulator needs replacement.

Over-the-Tire Tracks vs. Ride Control Repair-When Each One Wins

OTT tracks win on soft, uneven, and debris-filled ground. By bridging the front and rear wheels into a continuous belt, they distribute weight across a much larger contact area. Instead of a single wheel dropping into a rut and launching the frame upward, the track spans the gap. OTT tracks also stabilize the machine during empty travel-a condition where load-sensitive systems like Bobcat ARC do not activate at all.

Ride control repair wins on hard surfaces. On asphalt, concrete, and packed gravel, the ground does not need stabilizing-the machine does. OTT tracks on hard pavement create excessive vibration, accelerate tire wear beneath the tracks, and increase turning resistance without improving the ride.

A ride control repair-topping off the nitrogen precharge, replacing seals, or swapping a solenoid valve-is a low-to-moderate expense. OTT tracks cost more upfront and add ongoing costs: higher fuel consumption, faster tire wear under the tracks, and additional chain case stress during tight turns. Many crews run both-tracks for site prep, bare tires with ride control for load-and-carry on the finished surface.

The full range of skid steer tires, over-the-tire tracks, CTL replacement tracks, and buckets sized to your machine's ROC are available at Skidsteers.com-with compatibility specs that help match the right hardware to your loader before bouncing sends you to the shop.