Search results

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.

this. Static vehicle weight on suspension components. So take the weight off of the jack.

the fundamental physics of a spring, damper, mass system. As stiffness increases displacements decrease (brake dive and body roll) but forces increase (ride harshness transferred to body). The converse is also true, as stiffness decreases displacements increase and forces decrease. The oem...

this is plenty good enough for me. Unless I am installing 74weld portal brake caliper brackets.

the Panhard bar is designed to be a “rigid” link. It can only carry axial loads along its line of action (from mount to mount). The size of the oem bar is plenty stiff along its axis. many of the bars have a slight bend at the diff for extra clearance. This weakens the bar by causing a stress...

Bigmeats got me curious about real numbers for the 6G platform and “roll center”. I have attached a simple analysis to illustrate some critical behaviors. First a word about “Roll Center”. This is merely an engineering construct in order to simplify analysis. The roll center is not a single...

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.