Wyoming B.S. Thread

should be able to tell from your extended/collapsed length measurement of the Kings.

Id guess the kings aren't using the full travel though.

 

@Speedytech7

Zane, thank you so much for your willingness to go to the junk yard and check up on things! They are going to ship it to me for 185 bucks so not a bad deal all in all. I'll sell the 4runner ECU i bought and basically make my money back.

Appreciate your help! Here's hoping this damn thing works..

 

Yes i had to pry down the LCA mount a lot to fit my Kings. So much so i couldn't even get the Sway bar back on.

I don't see the point of doing it the way you are saying. Have the tire on the assemble isn't "real world application" because in the real world the coilover is forcing the LCA down..so the tire is irrelevant.

What would be a good measure is doing what mike did, measure the travel available without the shock. Then put the shock in. THAT is the max droop the coilover can do is when it is just sitting there installed with no weight on it. Measure that droop number and subtract from the number he got with no coilover.

That'll tell him his travel.

 

Yes. The LCAs are all original with 166K on them.

The limiting factor right now may be the CV.

At full droop I could still rotate the axle but it had noticeably more rotational resistance (much harder to turn the hub by hand). I think of 'binding' as not being able to rotate it at all. If that is the definition, then it wasn't binding yet when sitting at the bottom of the travel.

 

I agree, down travel is the concern, but not for the reasons you outlined. In fact this is what started me wondering about how much travel is available.

On my Kings, I wore out the lower heim joint in a relatively short amount of time (~20K). It made me wonder why. I am beginning to suspect it is because the shock is the what is limiting down travel. The full downwards movement of the wheel is a bit further that what the shock is allowing so when the movement reaches that limit, it is yanking on the lower shock mount. Which ends up killing the heim.

Do you really have to raise the LCA 1" to insert the lower shock bolt. That would tell me those shocks are too short.

On the kings I have to raise my LCA about an 1/8" to insert that bolt.

It's about an 1/8' less on the passenger side and maybe is 1/16" less on the driver side.

This is why I asked if we knew how much of the 9"s we can actually use with extended travel Kings. I suspect the system is not taking advantage of all of the available up travel because of either the bumps or the shocks. I suspect that if it were possible, less bump could work if the shock has enough travel.

 

Sounds like a good deal, hope it solves the issue! If it does go and buy and AEM wideband right away, it'll save you all of the headaches later.

 

On my Icons I had to have my roommate stand on the axle hub to lower the LCA down about a 1/8th of an inch at where the bolt inserts, because of the lever ratio it was more at the hub I'm sure. From what I've heard the old SAW coilovers and Icon extendeds use all of the travel that is available. One of the vendors on here maybe Demello was talking about Kings and Foxes being short.

 

You are correct but only a little. The static weight of the tire hanging on the suspention is not the same as when you are on the trail flexing and the energy of the compressed coil is released.

Also, I did use a pry bar to see if it was possible to get more down travel. There was hardly any more there. That is what Brett was referring to. Other parts (The CV axle) begin to limit downwards movement.

 

Put some poly bushings in the LCA, or loosen the alignment cams for a test.

Your bushings are why you need to pry, but should not be the limiting factor in downtravel. Might be the CV, LBJ, OTRE, or uniball.

And what you described previously Mike is really not the CV binding. With my coilover out, and poly bushings, the whole suspension drops until it's limited by something, on my setup it's the CV. In a static environment, it drops lower then the CV can be used, and then if you turn the CV, the suspension raises and lowers as the CV hops in and cupped portions.

 

All this talk about one inch you guys need to just send each other pictures in. A PM.

 

Should have posted that with the Larry pic!

 

That is what we had to do on the first aftermarket CO, when it had been all stock before that. It did not occur to me at the time that the SAWs would be all that much longer. But they were.

And here is a side by side length comparison between the SAWs and the Kings. SAWs are longer but not by much

 

No limit straps Mike?

 

Yeah, my LCA did not raise and lower as I turned the axle. Not really certain what the limitation is when the shock is removed.

I don't think I will be doing anything with the LCA/bushings for a while. The stock bushings still seem very tight and the cam adjusters are still free.

 

I have thought about it. Is that common on a mid-travel setup?

I guess its a trade off. limit travel to limit wear and tear on the lower heim.

 

Is the entire benefits section confined to negating wear on coilovers?

 

Be a pain to strap it bc u have to account for max travel and strap stretch along with protecting the parts. Easier to just replace every 20k lol

 

Yes, but depends on what you're doing. Are you topping out your shocks all the time?

And see below on limiting travel.

First, there's more benefits to "mid travel" than just the slighlt increase in travel. Second, if strapped properly the straps would stop the travel just before your limiting factor, which would be the shock. You would loose a negligible about of travel and prevent wear and tear on expensive parts.

 

Yeah it springs back. But you can still lever it down fully...least a real man can, ask your future wife to do it for you since she has the muscle of the relationship.

The tire isn't going to change how far the LCA goes. The ball joints will bind first.

Well i guess you either have the UCA uniball getting smashed or the lower shock heim taking the weight.

Right now it seems your heim is.

If the bitch runs without the weird held back feel. I will get a wideband ASAP for sure. ANd boost gauge. But until it at least drives a little normal first. Not gonna spend $400 on gauges.

Not really. Considering it only needs to be 1/8'' short of the shock travel. Still more travel then your OME apparently haha