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You sure about that. I agree. But please explain how this marketing statement is accomplished. And how the mechanics differ from an OEM sway bar or stabilizer (sta) bar or anti-sway bar. You can take a grinder to your oem __ bar and change its torsional spring rate by decreasing the bar...

I appreciate the data transparency. I have been looking for relevant shock damping force vs piston velocity curves for a few years.

The actual sway bar spring rate should be perfectly linear since it is only a function of the elastic material properties of the bar, ie, steel with linear elastic modulus (Hooke’s Law). What makes the entire sway bar system nonlinear is the geometry in which it is mounted. The end links are not...

The oem sway bar and Rockjock antirock are the exact same thing. Both are permanent bars attached to each LCA via the frame. They apply resistance when wheels articulate through a torsional spring, ie, the bar. The Rockjock antirock bar is just a lighter spring, ie, smaller diameter than oem. If...

Echoing what was said here. Procomps give a bunch of lift. 650/250 spring rates front/rear. Some of us have switched springs to 500/200. Lots off extra work. If you don’t want >2” lift then they are probably not for you...

I would also check the swaybar.

I wouldn’t add a sleeve. Completely crazy to me that this is even considered, let alone a mainstream aftermarket item. Pretty sure ford can calculate axial and bending stresses in a rod. I wouldn’t want to deal with a broken rack on the trail.

I have never worked on a clock.

Clock spring is kind of a goofy name. It is just a mechanism to pass electric current to the steering wheel from the steering column without twisting the carp out of wires. It’s only going to affect items on the steering wheel that need current.

Rodents deliberately won’t touch jeeps, kind of a mercy thing… Jeeps are going to fall apart regardless due to design and manufacturing flaws.

Nice. Probably feels really good to get them installed. I need to stop by your place if I need to swap out springs. 🤣 Curious how you measured the preload. 80+ mm is over 3”, that is an awful lot. Do you happen to know the spring rates on those? I am running 500 lbs/in in the front and 200...

I have a turn hard top. One of the three holes on passenger side that mounts to rear cargo area was misaligned by >0.25”. I had to widen the hole and use a big washer. 😩

@Ducati1098 I am very impressed with your patience.

I am usually down with some science but … seems like the best use of 37L parts (rack housing and portals) is for target practice and show that … well … they aren’t really bulletproof.

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.

Any lift that increases shock length at ride height will necessarily increase CV angles since LCA angles increase. This includes spacers, spring preload, and increased spring rates. The difference between using springs to obtain lift vs spacers is the max LCA angles at full extension. Spacers...

Yes it does. And I must say most IT help lines respond much faster than you.. and they have some background music while on hold.

Blah.. Blah.. Blah.. Well I just swapped my hoss 2.0 rack for a 3.0… 83 minutes start to finish. Even took 2-3 work breaks, had a sandwich, a potty break… no power tools. Got a shoulder massage in between those two frame bolts. Easy peasy. Not really understanding what the big deal is...

This. I just bought an m210 FDU through ford performance, got the 25% off they were offering, had it delivered to a dealer free of charge, and got full rewards points for the purchase.

No it was not.