Mid Travel BS 2.0

Ha I thought about mixing it up with fox bypasses and decided to stick with the Kings.

 

LMFAO

 

I’m digging that setup.

 

ended up with a custom job. I was going to have @desertjunkie760 set me up. If your local got him up great work. but couldn’t find time to make it to SD. Had a local guy fab it up. Milo at Milogen in the Bay. Still need to get a cross bar but was in a hurry for a trip last year. Limit straps as well.

 

I went with 12” setup. after seeing yours made me really wish I had gone 14”-16 especially hearing how well it’s ran for you. I went 12” due to similar points @desertjunkie760 noted before on up travel. I got a killer deal on the front bypasses which is which is why I did it. Revalved the front to compliment the bypasses but had some clearance issues. Knocked one of the adjustment knobs of the bypass off so need to rebuilt the bypass tube. should have been fine running the SCS -38 but needs 1/2” or so to fully clear.

 

NEW BILLET UPPERS WITH BALL JOINTS EXCLUSIVE TO DSM
HIT US UP

 

March package deal with kings and billet ball joint arm!
https://www.tacomaworld.com/threads/march-2020-billet-arm-king-shocks-package-deal.658608/

 

Hoping some of you gurus can give some advice on limit straps for the front, when using stock LCA. I'm not asking for a discussion of the merits or mishaps of stock LCA. But rather, where did you mount the lower double shear tabs (can it be on the bumpstop pad and still clear a super bump/mount, or use front side of shock bolt??), where did you put the upper adjustable clevis on the frame, and what length straps? Did you observe any problems with the setup after being run? I am looking at all the parts at Kartek, but particularly interested in where the tabs are welded, what length strap, and do you have any issues with the strap rubbing anything at compression (it does have to bend to allow compression), I wouldn't want it rubbing shock, bumpstop mount, or if on the front side, the tie rod. Hoping to know what I order will work, rather than getting something in hand to mock up just to realize I need something else.

Pics would be great! I haven't read this entire thread, and there are thousands of mentions of "limit strap" in the search of thread that don't apply. Hoping to get some real world input and/or pics from those who have done it already, so I don't reinvent the wheel.

Current setup on my very heavy expedition rig: ARB front diff, stock LCA, whiteline bushings, wheel moved forward via new LCA tabs, SPC UCA, superbumps, BP-51 shocks with top plate spacers to make them 'longer' (yes I checked up travel). I am fitting/trimming for 35s, and wanting to reduce some of the rebound damping on the shock, but doing so gives terrible top out clunk, plus looking to limit full blown max droop to save CVs (since shock is actually longer and travel is moved more in the downward range).

Thanks in advance

 

I found this pic. I need to add limit straps as well to stock lowers.

 

Looking through more images most seem to go in front of the CO. I found this one too

 

I like the look of that honestly. doesn't look too much like the lower tab is bent outward (a non aligned force isn't good), doesn't look like the strap is contacting too much on the tie rod (but who knows how many miles and or good compression wheeling moments were on that setup at the time of picture). Also looks like the upper mount is on a very strong portion of the frame, not just the middle of the frame rail. But the best part of it is that you are stopping the shock where the shock exerts force. Rather than at some other place that would place a cantilevered force on the control arm when the strap is taught.

 

My thoughts exactly. That portion of the LCA is already designed for all that force. I'm going to do it this way and see how it works out.

 

Aren't BP-51s a zone dampening shock? Similar to an internal bypass. You should have a "catch zone" on the rebound side that will stop the harsh top out.

 

yes they are position sensitive damping. but that doesn't mean they get super stiff right at the very end. the damping is some % stiffer for the last % distance of the travel on each end. But trust me, with 720lb springs, cranked for a truck as heavy as mine, top out still exists even when I set the rebound damping stiff enough to not let the wheel drop out quick enough to function for things like small bumps and washboards. Damping isn't a replacement for travel limiters, IMO.

 

I'm well aware of how they work. Sounds to me like you're over sprung and probably at too high a ride height to allow the shock to function appropriately. That's just my opinion thought...

We agree to disagree, you can have all of the travel in the word and still have the truck preform horrible to to bad dampening control.

Edit: I'll add by saying i'm not opposed to limit straps on a stock length setup. I have them on my truck. I was more just curious as these shocks claim to have a preventative to this issue.

 

Only 1.5 to 2” over stock on height. I’ve never ridden in a fancy LT dual shock bypass setup, but every truck I’ve ridden in with lift heights varying, has top clunk when the front suddenly has no weight in it anymore. Including mine which is very mild lift (although heavy) and independent rebound damping adjustment.

 

Question
I always hear that higher than 2” of lift you will need UCA’s. (And ive seen folks say with UCA’s you go up to 3.5”)

My question is, does an aftermarket UCA correct the extreme angle of the CV that’s caused by lifting?

 

No, it just allows you get get a better alignment. It also keeps the UCA from hitting the coil when drooped. This is only a concern with some coilovers.

 

No, it doesn’t, but don’t bother with front diff spacers either. They barely address the issue and lower your ground clearance. Lifting does cause the cv to sit at a different angle but it isn’t as big of a deal as everyone makes it to be.

 

@snowsk8air2 @EatSleepTacos

Thank you gentlemen.
I’ve seen a 4runner with a blown cv in middle of nowhere Utah so i dont want to be that guy