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This is my understanding of the 74w racks. They provide an extremely stiff housing that is intended to minimize displacements and thus protect function of the internals under high loading scenarios. The oem rack has inherent spring stiffness (yoke bearing) that allows for zero lash at zero...

The 8112s have <6” of travel in the front and have an extended length of 23.4”. Squarely within OEM kinematic design parameters. See plot. They are position sensitive to provide serious hardcore damping as shock piston velocities and displacements increase while offering more mild and manageable...

Agree. The oem UCAs are maintenance free and can get alignment dialed in for 1-2 inch lift. Not sure I would change out the UCA when running 8112s, don’t see an advantage. UCA ball joint angles are not a limiter for these, since kinematics should stay close to oem design parameters regardless.

It would be nice to know what lift height UCAs are optimized for. From response I suppose you can only assume 3” at wheel. 🤷‍♂️ Attached is a plot of upper and lower ball joint motion in absolute coordinates. X axis is for-aft direction and Z is up-down. X axis motion dominates caster. Lower...

Portals not be bad. Just no free lunch. Need to decide what lunch you want to eat and how much you pay for it. Carefully evaluate pros and cons for your use case.

I will say it out loud for others. Performance decrease and increased torsional stresses (breakage???). Leverage, leverage, leverage. Turn made a design decision to use OEM knuckle and links. It will be interesting to see how that plays out. There will be Increased loads due to altered load...

Just kidding. AI is awesome. It just quickly generated the net steering moment arm for SAS OEM and turn portals on 38s. Enjoy.

🤣🤣🤣🤣🤣🤣🤣 Stop… breathe…. 🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣 Take big breath… 🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣🤣

Absolutely. Replace the bolts. Not saying it is good practice to reuse them. I was just being lazy. Just saying Bolts don’t get all the blame. As much as you have retorqued suspension bolts they should be toast by now. 🤣

Critical suspension bolts should be properly torqued, periodically checked, and retorqued as needed. Especially if you wheel often. Every time out is wise. Also suspension components should get a look over. This is not hard to do. But we all get lazy. I don’t think I would put all the blame on...

I like the damping force vs piston velocity curves. Awesome data from a shock manufacturer that is never provided. Kudos. I didn’t see the extended and compressed lengths listed anywhere? Maybe I missed them. Can you provide this for both front and rear? Welcome to the forum.

+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?