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Lots of threads on here about, “I have added weight and now my ride height has dropped. What should I do, spring preload or strut spacer” so I thought I would post this. Some objectives to achieve with a suspension modification may be, in no particular order; 1) clearance at ride height...

Absolutely. Just considering rear axle in 2 dimensions. If roll is defined as the angular motion between the body and the axle, then roll stiffness will dictate roll angles. Assuming vehicle body is rigid, another story for the open top non-boxed Bronco body, but assuming this nonetheless. Also...

awesome. I wish that was my backyard. You guys are spoiled.

Some objectives to achieve with a suspension modification may be, in no particular order; 1) clearance at ride height 2) mid shock stroke at ride height 3) ride quality 4) wheel travel In order to achieve each of these, proper spring rates are required and knowledge of static weight at...

I would be curious to peak at the damping curves, shock force vs piston velocity.

Nice reference on how Panhard affects handling. A good read. Some thoughts on location of Panhard bar and roll center, for those that are interested. The Oem Panhard is long and symmetrically mounted (both frame and axle mount locations are same distance from vehicle centerline). For static...

Don’t take this the wrong way. As usual everything you said is absolutely notionally correct. Party on. I am just gonna nerd out a bit on the details for those that may care. Spring stiffness doesn’t change with a “preload collar”. Spring stiffness is an inherent property of the spring geometry...

On my Bronco with the 6100 bills that have a compressed length of 17.11”, there is 7” of clearance between Panhard bar axle mount and frame at ride height. I have the oem bump stop and there is only 2.5” of jounce available before bump stop is engaged. So at most I can get 3” of full...

@Fordified1 has a track bar relocation bracket and the eibach struts. It seems he hasn’t had any issues. The 18” may be conservative. Unless heavily loaded or jumping you may not be able to bottom out shocks in full compression. Also bump stop will play a role. I would ask rickjock how they came...

These are the specs you should consider when changing UCA. That way you know exactly what kind of alignment you will achieve. Not everyone provides this. This is from Tom’s offroad posted above. Technical Specs Designed for lift heights of 2-4" Billet 6061 T6 aluminium Wheel alignment target...

The issue is compressed length of the coilovers. For example, at some limit the relocation bracket will contact the frame during jounce. Not sure what the minimum compressed length for interference is with that bracket but that is what you need to know. Then make sure your coilover doesn’t...

Don’t need an adjustable track bar if it is level. The track bar forces the axle to move left-right as the axle moves up and down since the motion is confined to an arc with about a 44” radius ( track bar length). As lift is added to the rear the track bar angle increases pushing the axle left...

not all ford service sucks. @Ducati1098 😁

I replaced my diff cover and was able to reuse the two brake line clips. I don’t want to discourage anyone from going the route carbonsteel generously provided. If you are careful it is possible to reuse the clips. I am probably just way to lazy and cheap.

If you are wondering how offset affects both scrub radius and mechanical trail then here are some plots. Otherwise just ignore.

Very interesting article. which vehicle application are the shock force vs piston velocity curves for? Tacoma or bronco? are curves for compression force or extension?

I like an inch of rake on my rig, especially for when I load the back with crap. I would try that and have the shop get you at the max caster wrt spec. I really have a hard time believing you will need a new UCA.

Perhaps you are over thinking thinks a bit. If you want clearance I would lift the rear to the max setting on the 6100 bills. Then adjust the front to have 0.5-1.0” of rake, depending on how much gear you add to back when loaded. As for alignment, as you lift cg, the distance between wheel hub...

Yeah. I also have the 6100s. I like them. Just helping others understand what they are getting with this shock. I wouldn’t want a progressive shock, near linear would be good. For the cost I really like the 6100s.

the 6100 bills are digressive. Steep loading force slope for small shock velocities. After a while you will be able to tell if a quarter is heads or tails after you run over it.