Long Travel BS Thread

Laziness is often the father of innovation.

 

No but I won’t be putting these in till hopefully may, just started rebuilding my 10” coilovers. Hopefully I can swing some 934’s when I do go to do this or I’m gonna be strapping it the same as with the 8’s for now…lol

 

An observation I made after linking the rear- I don’t have any driveline vibrations at any speed (been up to 65 so far). I eyeballed my pinion angle to be equal to the transfer case output so I know it’s not perfect either. I spent countless hours with shims and CB drops trying to fix it with leafs.

 

Hey anyone know anything about setting up springs for 10" coilovers? i talked to King at KOH and they were saying to just use the same springs i currently have and just add a tender spring and slider... so if anyone has any other insight that would be sweet.

 

Interesting advice for a dual spring setup. I’m still learning but I would personally want the advantage of having a dual spring rate for increased ride quality in the ride zone What springs are you currently running?

A simple rule I have heard to find your TLG spring length is to match the shock stroke + (shock stroke + 2”). So a 10 stroke shock would use 22” TLG spring. This can obviously vary with preload, etc. it’s more of a guideline to get you started.

 

currently on a 600 lb 18" spring, yeah i kinda thought it was weird so was curious what everyone else thinks.

 

I mean, it would work. The tender spring would avoid any spring slop but IMO you wouldn’t be gaining one of the main benefits of running a 10” shock.

 

Yeah, I've just read that a lot of people think a 10" is to small for dual rate springs... maybe ill call accutune on monday and get their input. i wonder what solo specs on their xlt kit...

 

I know that’s the general consensus on an 8” shock. Was under the impression that a 10” would work.

 

10” because it doesn’t require a full engine cage and you can fit a bypass under the booster. 12” is what they use for full cage trucks with workarounds for braking (manual) and like you found, 10” is not really ideal for dual rate. I have 500/600 and that’s pretty much what most guys with first gen trucks run. Full size trucks like the one my setup was meant for run 500/700 so all I had to do was switch out the main spring.

12”

 

On a 10 run longer coils, longer will work better that short ones

 

yeah I wonder if running a 4” 400 or 500 on top of my 18” 600 would work well… o think I’m just gonna reuse my 600 18” off my current coils and just get the small one from accutune since that way I can send it back if I don’t like how that preloads.

 

Tried to flex it out today, but I still don’t think I managed to use all the travel. Will need a good offroad park trip.

https://youtu.be/qzceGPccWng

 

Dual rate is possible on an 8”
Running 5” 500 over a 13” 600 or 650 (can’t remember) off a mid travel coilover on a SAW shorty 8” on my 89 pickup

 

how much preload did you have in that setup?

89 pickups are a hell of a lot lighter than 1st and especially 2nd gens.

 

Barly any preload, just enough to keep the coils from being loose with the shock fully extended

Truck has a 3.4 swap and caged front to rear so i think its pretty equivalent to a 1st gen weight wise

Suspension also has more leverage on the spring rate since its a 5" over kit but using an 8" coilover further inboard on the lower arm

Lot of variables to multi spring rate setups, just gotta know your available spring travel #'s / block height and setup your crossover ring to limit things before coil bind and/or to tune ride height in some setups

Just showing its possible. Works pretty well on this little truck

 

Absolutely a lot of variables to consider. I am hoping I can pull of a similar setup with my 2nd gen but from what I'm collecting, the concern is how much load is on the shock in comparison to the available travel. Specifically at ride height. At a combined rate of 273 ft/bs, or 283 depending on your lower spring, I would think that the springs would compress a decent amount to retain the ride height. I hope I'm wrong though and your post gives me hope!

 

Figure someone here would know...
Im having a tube front bumper built and I was going handle the aluminum skid part myself. Was wondering what the usual thickness of a bumper skid like that would be? 1/4 inch? Or is it measured in a gauge?

 

I dont think I'd try dual rate on a 4wd 2nd gen on an 8" coilover

My pickup is 2wd with a lift spindle so i have good ground clearance sitting at about half travel

My opinion 4wd needs a lil more lift at ride height for clearance and some people are using 700# single rate springs for extra eight with front drivetrain, plate bumpers, and other add ons

 

Yes, and the 700 spring rate is total bull shit if you like to feel every pebble under your truck. My 2015 is 6000 pounds, 50/50 weight distribution, and it's on a 18" 500 pound spring on an 8" coilover. I still am fighting nuisance rocks/chatter. The next step is trying dual rates on 8" body or cut the OEM shock mount out and swap to a 10" or 12" body to put lighter longer springs.

Or just accept that this is as good as it will ride. I don't know how anyone thinks a 700 pound spring rides "good/smooth" on their trucks.