2" Functional Lift for Non-SAS OBX

[Will05W]

it is all about max droop…while at ride height the angles increase the same amount but a spacer will lower the shock/coilover allowing the axle to droop more than stock and put the cv angle out of spec…generally a 2” spacer lift is the limit on a bronco

So a properly designed coil 2” over lift kit doesn’t increase max droop? Why?

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[Oldhippie]

So a properly designed coil 2” over lift kit doesn’t increase max droop? Why?

since the shock mounting location doesn’t change max droop doesn’t change…of course that assumes stock shock travel/length which is not true with the different aftermarket coilovers with icon and king pushing the droop limits…and fox being pretty conservative…

 

[Brian_B]

Really bad picture here

To translate the chicken scratches --

Your CVs are going to sit someplace between Max Compression and Max Droop (or max shock travel). Your "nominal" ride height will be inbetween those two, based on how stiff your springs are and what your spring pre-load is set to (either it's baked in on OEM coil overs, or has clips or an adjusting collar to make adjustments). But the spring can't/won't change the angle at Max Compression or Max Droop, or change the total travel (the distance between those two numbers).

When you add in top-hat spacers --- you are shifting everything down by that amount. The total travel doesn't change, but the location at Max Compression and Max Droop do - and so do all your angles. Spring and pre-load isn't changing, so you still sit at the same location in shock travel, but since the tophat pushes everything down (or rather, the ground doesn't move, so the body and everything on top moves up).

Max Droop is what you are really worried about with CVs - going too far with that is pretty catostrophic. Max Compression is where you are worried about rubbing something. Nominal angle will affect CV life as well, but it's more of a more wear and tear the steeper an angle you put on it, not an immediate "Crap it just broke" thing. Ideally, you'd like the CV to be as close to 0° at nominal ride height, but a few degrees won't immediately blow anything up. The real don't screw the pooch limit is somewhere around 17° (m190) or 28° (m210) at Max Droop (don't take those numbers to the bank, going off memory and it's not terribly well documented)

@87-Z28 can probably math the heck out of this for you with real numbers and physics better than my napkin sketches though.

 

[87-Z28]

No math or chicken scratch needed. Super simple actually. Max droop and thus max CV angle is completely controlled by total coilover length at max extension. Struts can’t extend any further so droop can’t increase. Add a 1” spacer and now total length of coilover increases and so will droop.

 

[dgorsett]

All good info, IMHO get yourself some Bilstein 5100s, set at 2" or less or Ford Performance Bilsteins2" and call it good. The 5100s can be had for around $650 a set if you can install yourself. I'd bet a spacer lift would be near the same installation cost, since coilovers still need to be removed. Geometry is close enough to stock you don't need to change anything else, CV angle at droop will be fine. Body lifts only make room for tires, do not lift sprung components, fuel tank , front diff, frame, trans etc. Getting these things up an inch or two will make a tremendous difference in off road ability, and another inch to tires and your in a whole new world.

 

[userdude]

Five basic types of lift

Bigger tires. This is your first go-to, because it raises all components equally, including the axles and suspension. Larger sizes will need to greatly consider wheel offset and weight. Add weight and circumfrence, which will reduce acceleration, add more resistance to turning, and could affect your shock/springs.

Spring lift (stiffer springs, usually with better suspension). Makes the body ride higher, but your pumpkin and suspension mounts are still going to be in the same place. No effect on axle angles. If you are adjusting existing springs it does affect ride quality, as you are adjusting the pre-load on the spring. Requires alignment afterwards (and possibly UCAs)

Shock Spacer lift (tophats that go on top of the shock towers) - This will affect your axle angle significantly and can risk CVs and/or tie rods. Ok in small doses if you just need a little bit to clear tires (up to about 2" on the Bronco). No effect on pumpkin/suspension mount height. Very inexpensive to buy, but requires almost complete removal of the shocks to install - so labor isn't really any different than doing new coilovers. Requires alignment afterwards (and possibly UCAs)

Body Lift - Has no effect on axle angles/CVs. Can leave a gap between bumper and body panels. No effect on pumpkin/suspension mount height, won't affect suspension at all (alignment/UCAs). Easiest/cheapest type of lift to install.

Portals - Most expensive--

This one

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