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These are essentially 6100 bilstein shocks with a fixed non adjustable perch collar. So preload is fixed and can’t be adjusted. the unknown is the spring rates for these. Ford has many different rates depending on trim levels (weight differences). I have the same shocks (6100s) with SAS big...

There are a number of reasons that make 37s more challenging for the Bronco platform. I don’t think traction control concerns are on top of the list.

@horseshart i am beginning to think you created the search engine. 🤣

Just read through all of this. What an awesome trip. Really cool.

For the engineers. Static equilibrium (ride height) is dictated by spring force. NO other mechanism exists in our suspension. A simple force balance at each corner. Nothing more. preload induces a static force into the spring based on a given displacement. Nothing more than this. New static...

Spring stiffness and length are the two most critical coilover design parameters. Stiffness dictates the fundamental frequency response of the suspension. Proper length allows for sufficient preload such that static equilibrium (ride height) occurs near mid travel of the shock and the spring not...

Always lots of confusion about spring preload. 1) a mechanical coil spring has an inherent stiffness based on its material and geometry. Preload does NOT affect spring stiffness. 2) preload compresses a spring a given amount and thus induces a static force within the spring. That force helps...

These shocks, with all of the variable damping, can probably hide some of the concerns with one size fits all spring rates. As long as the static weights or pitch and roll moments don’t change too much. That is probably why they offer two flavors based on wheelbase, 2 door and 4 door. They have...

@Bikeric only buys 4 tires. Spare tire delete. Pretty sure he caries an inner tube though… Just in case he comes across a nice river crossing and wants to float down. Probably needs a few tubes for all his coolers of beer.

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...