Interesting thread.
6100s have very similar extended lengths to oem coilovers. So they will not produce significant angular geometry differences than oem. Both in front (CV axles) or rear (drive shaft CV).
If Maintaining oem coilover mounting hard points, It is the coilover extended length that dictates maximum angles at full droop. Coilover spacers increase effective extended length and thus increase max angles at full droop. A Spring preload lift merely changes the equilibrium position within the shock stroke at ride height.
So 6100s won’t change max angles for either front or back unless a spacer was added. Increasing lift via preload does increase angles at ride height (circlip collar location). Using length adjustable rear links allows the rear differential to rotate along the primary axle axis. If your ride height increases from spring preload, then so will pinion angle at ride height but max angle will not. Link length adjustments can help decrease ride height pinion angle if desired.
Small preload lifts (<2”) on a 4door probably don’t need the rear link lengths dialed in. Increasing shock extended length and larger lifts would likely benefit. Just my opinion, adjustable rear links are over hyped and not necessary unless extended length coilovers are used.
Geometric balance is always a desirable goal. For example, with a ride height near shock mid stroke and pinion angle near 1ish degrees at ride height. Then as shock travel cycles through extremes the pinion angles will be balanced, ie similar max and min angles. On the other hand, If there is excessive preload and equilibrium ride height is now close to full shock extension. say only an inch of available rebound travel, then adjusting pinion angle to be near zero at ride height will result in unbalanced pinion angles during shock stroke, ie small positive angle at full droop and large negative angle at full stuff.
Exceeding max pinion angle during full droop is a bigger problem for the 2door due to the shorter drive shaft.
@telenerd I am curios what your pinion angles are at full extension, ride height, and full compression? I assume the 9 degrees measurement is full extension. Would need the remove springs and cycle shocks to measure this. @SierraBronco has surely done this with his modified trailing arm build. Have you done this for oem? Surely +/- 10 degrees based on ford specs.
6100s have very similar extended lengths to oem coilovers. So they will not produce significant angular geometry differences than oem. Both in front (CV axles) or rear (drive shaft CV).
If Maintaining oem coilover mounting hard points, It is the coilover extended length that dictates maximum angles at full droop. Coilover spacers increase effective extended length and thus increase max angles at full droop. A Spring preload lift merely changes the equilibrium position within the shock stroke at ride height.
So 6100s won’t change max angles for either front or back unless a spacer was added. Increasing lift via preload does increase angles at ride height (circlip collar location). Using length adjustable rear links allows the rear differential to rotate along the primary axle axis. If your ride height increases from spring preload, then so will pinion angle at ride height but max angle will not. Link length adjustments can help decrease ride height pinion angle if desired.
Small preload lifts (<2”) on a 4door probably don’t need the rear link lengths dialed in. Increasing shock extended length and larger lifts would likely benefit. Just my opinion, adjustable rear links are over hyped and not necessary unless extended length coilovers are used.
Geometric balance is always a desirable goal. For example, with a ride height near shock mid stroke and pinion angle near 1ish degrees at ride height. Then as shock travel cycles through extremes the pinion angles will be balanced, ie similar max and min angles. On the other hand, If there is excessive preload and equilibrium ride height is now close to full shock extension. say only an inch of available rebound travel, then adjusting pinion angle to be near zero at ride height will result in unbalanced pinion angles during shock stroke, ie small positive angle at full droop and large negative angle at full stuff.
Exceeding max pinion angle during full droop is a bigger problem for the 2door due to the shorter drive shaft.
@telenerd I am curios what your pinion angles are at full extension, ride height, and full compression? I assume the 9 degrees measurement is full extension. Would need the remove springs and cycle shocks to measure this. @SierraBronco has surely done this with his modified trailing arm build. Have you done this for oem? Surely +/- 10 degrees based on ford specs.
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