bull said:
I doubt that becuase you have the same setup as me. Depending on terrain you can lift wheels when your axle is almost straight.
Does a shock push the axle down?
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I doubt that becuase you have the same setup as me. Depending on terrain you can lift wheels when your axle is almost straight.
ShottsUZJ100 said:I doubt that becuase you have the same setup as me. Depending on terrain you can lift wheels when your axle is almost straight.
And that is the exact reason I backed up the rock. Anyhoo someone who has an axle compressed to the bumpstop will chime in soon I hope.
hoser
SILVER Star
With 10mm of body lift, do you need make any other adjustments like lowering the radiator shroud?ats4x4dotcom said:
hoser said:
Nope, but you can slot the holes, if clearance becomes an issue.
hoser said:
Just remember Hoser that IF ATS's solution does offer more upward travel (and it may...who knows...we have not seen pics yet) than my N74L setup, it probably will not work if you have a Slee (or stock?) rear bumper. I touch now and with any more force the bumper will stop the wheel. I can't speak for Kaymar, ARB or TJM rear bumps though.
hoser
SILVER Star
Thanks, I was thinking of doing the 10mm to get a little more front wheel/fender lip clearance. With 35's and 1" wheel adapters, the front tire's don't quite tuck into the fender. I don't think 10mm would be too noticeable of a gap between the rear bumper and body. The sliders can adjust upwards a smidgeon.
ShottsUZJ100 said:
Yours now John, wow.... those lengths your using are nothing new, and the shock on the 100 certainly wasnt a prime mover in splitting tha atom......
You havent even worked out how far the 74L mod travels, unless you read what I posted you in the thread where you didnt care
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100 measurements shock mount compressed, extended bottom of top mount surface to centre of eye etc.
compressed length on bump stop 410mm [16"]
- 30mm [1 1/4"] crush 380mm [14 3/4']
drooped to brake hose limit 740mm [29 1/4"]
[this would require a 580mm or 23" free length spring or spring held captive]
Mount has room to lift 75mm [3"] at top to save bump stop spacer.
Our standard shock is 385mm [15 1/4"] compressed [+ rubber and washer making 415mm or 16 1/4" total.
and it is 628mm [24 3/4"] extended but makes 655mm [25 3/4"] with washer and rubber to mount face.
Our extra long rear shock is 740mm [29 1/8"] extended centre of eye to centre of eye [needs convertor for top or mount change]
Extra long shock is 440mm [17 1/4"] compressed
[required mount moved up at top, making eye above chassis with bolt through by 50mm and a 10mm bump stop spacer.
All measurements are with sway bar disconnected.
compressed length on bump stop 410mm [16"]
- 30mm [1 1/4"] crush 380mm [14 3/4']
drooped to brake hose limit 740mm [29 1/4"]
[this would require a 580mm or 23" free length spring or spring held captive]
Mount has room to lift 75mm [3"] at top to save bump stop spacer.
Our standard shock is 385mm [15 1/4"] compressed [+ rubber and washer making 415mm or 16 1/4" total.
and it is 628mm [24 3/4"] extended but makes 655mm [25 3/4"] with washer and rubber to mount face.
Our extra long rear shock is 740mm [29 1/8"] extended centre of eye to centre of eye [needs convertor for top or mount change]
Extra long shock is 440mm [17 1/4"] compressed
[required mount moved up at top, making eye above chassis with bolt through by 50mm and a 10mm bump stop spacer.
All measurements are with sway bar disconnected.
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bull said:
ats4x4dotcom said:
Well, thanks to Darren, we now have the numbers we need to compare the N74L to. Thanks Darren!
For you guys running 315's this info may not help you a whole lot without dealing with the tire rub issue first. (Body lift, trimming bumpers, etc.) But, for those of us running 33's, this is excellent data.
Going off these measurments, we can run N74L's with a 1/2 inch bumpstop extension and not bottom out the shock. That is great! That will allow an overall increase in total travel of 2.1 inches. Pretty good for a bolt on solution. Mine are going on this weekend.
Greg B said:Well, thanks to Darren, we now have the numbers we need to compare the N74L to. Thanks Darren!
For you guys running 315's this info may not help you a whole lot without dealing with the tire rub issue first. (Body lift, trimming bumpers, etc.) But, for those of us running 33's, this is excellent data.
Going off these measurments, we can run N74L's with a 1/2 inch bumpstop extension and not bottom out the shock. That is great! That will allow an overall increase in total travel of 2.1 inches. Pretty good for a bolt on solution. Mine are going on this weekend.
OK...definitely great info: I like the summary!. And this is without changing/altering/raising upper rear shock mounts!
Now, is there a shock that we can bolt onto the front IFS to increase droop travel (excuse me if this question has been fully answered somewhere else!)?
ats4x4dotcom said:
Thanks Darren! As always, great info and factual and empirical as well!
So, since I don't want to go with OME (bad experiences on the 80, and too many horror stories to make me go back), does anyone know if there is a Bilstein application that fits these specs (N74L), or close to it (I don't plan on much more than a 1.5 - 2.0 inch lift)?
Thanks,
dclee said:
I think I heard a rumor Darren and Christo are working on something...
spressomon said:
Why would they do that? Wasn't I told that my idea of having more travel in the rear would make the vehicle less stable?
ShottsUZJ100 said:Why would they do that? Wasn't I told that my idea of having more travel in the rear would make the vehicle less stable?
Uh oh!
Here we go again
Well...at least it is entertaining reading for those of us in the bleachers
spressomon said:Uh oh!
Here we go again
Well...at least it is entertaining reading for those of us in the bleachers
Oh, they know that's a joke. I'm safe. Well, I'm never safe on MUD.
I am sending some to Christo, we had an issue with our special bush supply for the Bilsteins [we us ea factory lexus bush because it has the best duro of any bush we tested] which held up delivery, so they are now about to leave.
The front we do is only around 3/8" longer, as this is the max before the ball joint bottoms out of travel.
John, its the spring, not the shock that makes the car unstable, when it becomes "unsprung"
The front we do is only around 3/8" longer, as this is the max before the ball joint bottoms out of travel.
John, its the spring, not the shock that makes the car unstable, when it becomes "unsprung"
Greg B said:
Dont be scared to let the tyre rub at full travel, it wont hurt anything at slow speed, and its a great warning sound your about to run out of travel, which can be a great bit of information as a driver, when vision of the wheels location isnt possible.
I got here by accident and only read the first page about the shock thing so if this has been mentioned just tell me to off and die.
If a longer shock is mounted that lets the axle drop further than a fully extended spring will be there is more downward force being applied to that tire than just gravity.
This come from the opposite tire. That tire becomes the pivot point of the axle and because the weight of the truck is resting on the spring perch which is in from that tire weight is transfered to the hanging tire as well. I'm not sure how much but quite a bit more than gravity and this might be what Shotts is seeing.
Just my .02
off and die.If a longer shock is mounted that lets the axle drop further than a fully extended spring will be there is more downward force being applied to that tire than just gravity.
This come from the opposite tire. That tire becomes the pivot point of the axle and because the weight of the truck is resting on the spring perch which is in from that tire weight is transfered to the hanging tire as well. I'm not sure how much but quite a bit more than gravity and this might be what Shotts is seeing.
Just my .02
landtank said:I got here by accident and only read the first page about the shock thing so if this has been mentioned just tell me to
If a longer shock is mounted that lets the axle drop further than a fully extended spring will be there is more downward force being applied to that tire than just gravity.
This come from the opposite tire. That tire becomes the pivot point of the axle and because the weight of the truck is resting on the spring perch which is in from that tire weight is transfered to the hanging tire as well. I'm not sure how much but quite a bit more than gravity and this might be what Shotts is seeing.
Just my .02
You're preaching to the choir Rick.
I can't argue with these dudes because they know way more than me on the technical aspects.
What I know is ASS TIME in the 100. I had 95K in the seat to learn the truck. After the shock swap the truck has AMAZED me. That's what I know and all I need to know.
HEY TANK, PM the way for me to order your 80/LX drivers seat moverbackers. The LX is driving me nuts now. Need more legroom. THNAKS!
landtank said:I got here by accident and only read the first page about the shock thing so if this has been mentioned just tell me to
If a longer shock is mounted that lets the axle drop further than a fully extended spring will be there is more downward force being applied to that tire than just gravity.
This come from the opposite tire. That tire becomes the pivot point of the axle and because the weight of the truck is resting on the spring perch which is in from that tire weight is transfered to the hanging tire as well. I'm not sure how much but quite a bit more than gravity and this might be what Shotts is seeing.
Just my .02
Once the spring length is exceeded, regardless of the shock length or shocker being used, there is no more downforce other than gravity.
