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Love it. that attitude can’t be taught. Either you have it or you don’t.

WOW I knew you were doing all this but reading it makes it ssooo much more impressive. not sure what’s more impressive, keeping track of all the parts that must be on the the garage floor or the fact you still haven’t given up on the portals.

just got caught up with this thread. WOW.

definitely not the professor, but I did stay at a holiday inn express last night. If you keep taking the classes over and over eventually you pass and something sinks in. I am just trying to put my education to good use. I need to learn how to weld. The art of getting it right is just cool...

indeed. I gotta give ford some credit. They did put some effort into trying to dial in spring rates for different trim weights. Also kept rates on the low side to get decent shock travel. I don’t mind the brake dive either, but a compromise based on use case for sure.

Posting this here to keep this stuff in one place. There are a bunch of posts about suspension “upgrades” similar to this. “I want to eliminate drake dive and body roll without having a harsh ride quality.” the fundamental physics of a mass and spring/damper system dictates that...

absolutely. My comment is just for awareness. It is not on the consumer to design their own spring rates or swap in a bunch using trial and error until they have something the like. But they should perhaps understand the critical design parameters. many of the B6G coilover manufacturers started...

I reused the hats but got the appropriate SAS springs for my trim weight. Probably not wise to use the non SAS springs.

I did that on my rears just to adjust the preload by moving the Circlip a notch (soft spring). But not gonna do that on the fronts.

@NC_Oak Nice write up. Gonna annoy some people with this one, but what good is B6G if you can’t throw stuff out there. Spring rate is KING, the damper merely dances to the king’s tune. And that tune can change a crap ton whether slow rock crawling or high speed handling. Way too easy for...

the ford performance struts are pre assembled bilstein 6100s with a fixed lower spring perch , so preload can NOT be adjusted. If you can do the install yourself and aren’t afraid of a spring compressor, then the 6100s are a better choice since you can adjust spring preload.

I installed bilstein 6100s (just a shock) on my nonSAS. I got some SAS springs and reused the top hats and most of the hardware. Pretty sure the top hats are the same. Maybe @Ducati1098 can confirm?

sitting under the bronco while working on it with wheels on the ground. That’s just not fair. Stupid portals.

Yeah. Beer helps. You know enough to get the point. Lots of people are so worried about the shocks and damping, but don’t really give the spring rates much thought. The correct spring rate is key and maybe the more important thing.

yeah. I had a few classes like that. Almost failed one where I couldn’t understand the professor. Well… now that I think about it, probably wasn’t the professor.

Minor edits adding resolution to fundamental natural frequency. Includes rear spring rates now. There are a bunch of posts about suspension “upgrades” similar to this. “I want to eliminate drake dive and body roll without having a harsh ride quality.” the fundamental physics of a mass and...

if you are on 33s and daily driving. Lowest setting both front and back. That should be close to or just above SAS lift height.

I wouldn’t get too discouraged. The challenge with anything is dealing with unknowns and things that don’t work as expected. Experience helps big time with that. You are on your way to getting valuable experience.

I am sure he has done a few.

running and wheeling on strut spacers is absolutely fine. Increasing the extended length of the front struts past the allowable and causing CV binding under full rebound is not wise. Folks should understand the difference.