Recent content by 87-Z28

+12 mm offset helps reduce scrub radius staying closer to oem design values. Oem sas has a scrub radius of 10-15mm depending on alignment camber angles (0-1 degree). True 37” tires on a +12mm offset rim have about a 25mm scrub radius, not bad at all. If you can keep +12 offset rims from rubbing...

I have the m190 with 4.27 ratio. I am looking to get lower gears and eld. I will probably go the ufdu route like you did. I would only be interested in the front. Not sure I want your “gently” used m210. 🤣 Just kidding. What are you looking to get for it?

The ufdu front diff is not that unreasonably priced. The cv half shafts are stupid expensive though. What are you doing with your thoroughly broken in front m210? 4.7 ratio I suppose?

Torsional stiffness of a u-channel and a box beam are vastly different. Anything you can do to approach a box beam is a big help. The span from front windshield to rear bumper is large on 4 doors. The B brace will help ensure box beam like stiffness in the mid section.

3” lift is gonna produce much greater lateral axle motion if Panhard is not leveled. See plot. Especially during rebound travel. Delta in equation is “Sagitta”, fancy word. As wheel travel increases, lateral axle travel starts to become a bigger and bigger problem. Think 20ish inches of wheel...

Just from a pure, very simplified, static loading perspective. You can calculate an angle metric for tipping, based on CG and track width. This is only useful for a basic comparison. It does not consider dynamic factors or suspension response, so just a giant static rigid block. But it does...

@SierraBronco has posted a link to a very exceptional review and info. It is worth studying. I know it is long but that is what gives it value. For the TLDR crowd I can summarize. No high speed jumps unless you remove the little bump stop located on the shock shaft. Those suckers weigh a ton...

Here are some shock travel numbers. You get 6+ inches from sas bilsteins. All aftermarket shocks get a free 1.6” of lift at wheel (MR of 1.6) by increasing extended length to 24.3” (max allowable for oem CVs). To get to 3” of total wheel lift you need another 1” of lift at the shock using...

How do these do in rocks, good puncture resistance? The weight on these E rated is insane. Makes me wonder how the sidewalls hold up to some abuse. Seems like they have composite fibers instead of steel?

They come with mix and match spacers, 0,5”, 1.0”, 1.5” in the box.

That’s a fun trail fix. The thread diameter connecting the inner to the outer must be larger for hoss 3.0 than hoss 2.0. That’s why they are not interchangeable. Is that true? If so they would be slightly stronger. Does someone know the diameters for hoss 2.0 and 3.0 inner threads...

I used two spring compressors without removing shocks on the rear for 6100s. The rear springs I have are about 200 lbs/in and I was going from 2nd lowest setting to lowest setting to drop CG some. So not needing to compress springs very much. Not sure I would recommend this if you are going up...

@telenerd Curious what the measurement is at full droop? Did you get that when adjusting links? Do you have a ford spec number for max CV angle of drive shaft? I really appreciate the detail of your write up and investigation of proper link lengths.

Interesting thread. 6100s have very similar extended lengths to oem coilovers. So they will not produce significant angular geometry differences than oem. Both in front (CV axles) or rear (drive shaft CV). If Maintaining oem coilover mounting hard points, It is the coilover extended length...

What diameter is the bolt shank?