coil preload question

This will give you a better understanding of the 5100.


http://youtu.be/PG1GynQEAPc

http://www.bilsteinus.com/fileadmin/user_upload/user_upload_us/pdfs/Bil_LevShks_WebArticle.pdf

http://www.youtube.com/watch?v=hBpLKyaG9BE

 

ok, now I get it. this is the seesaw analogy.
is the fulcrum the attachment of the shock to the lower control arm?

I suppose this is not good. And I take it even at 0" setting, it can still hit the end if you hit a pothole deep enough to take all the down travel the shock can give.

ok, given that only the down travel is affected, that would be the only contributor to harsher ride?

ok, this part is clear. seesaw effect.

using your numbers, the 6" travel for the shock you refer to is total highest to lowest point correct? at 0" setting, will it be even 3" up travel and 3" down travel for shock, and 6" up and 6" down for wheel?

and setting at 2.5" will allow only 3.5" down travel for wheel and still 6" up?

thanks

 

I've seen the youtube videos a few times already and still did not answer a lot of questions. The pdf writeup is much better, and I think answered questions in my previous post. (like it only affects down travel) I'll probably read it a few more times. one info that I never knew is, it said in the pdf, the 5100 is 1/2" to 3/4" longer than stock shocks.

 

As you may have also read is that the 5100 also prevents too much down travel causing problems with the suspension and axle.

 

Are u saying the prevention of too much down travel causes problems, or that too much down travel causes problems? Im pretty sure u mean the latter, but misplaced modifiers throw me for a loop.

 

Lol. That it prevents too much down travel which can cause problems. I should have been more clear.

 

Setting at 2.5" inches will only use 1.25" of shock travel. So say you are using the 1 to 7 inch part of your 0 to 8 inch of shock travel. Shifting by 1.25 would have you using the -.25 to 5-3/4 inch range. I know the 5100's are a little longer than stock, but I do not know the real numbers. You may be using the 1 to 7 inch range at 2.5" setting and 2.25 to 8.25 at zero. I know from jacking mine up countless times and using the Toytec Ultimate at 3" that my factory LCAs bind before the 5100 bottoms.

 

Man, i hate to be a dick, but u kinda did it again. Ha ha. I saw an elephant in my pajamas this morning. I dont know how it got in my pjs

 

regarding shifting to -.25 to 5.75 range. does it mean the actual travel is now just 0 to 5.75 (where 0 is bottoming out to the end of the shock), reducing the wheel travel by 0.5" only? I got lost in this part of the explanation.

 

LOL!! You confuse easy my friend. The 5100 prevents the suspension from excessive down travel. Excessive down travel can cause unneeded strain on the drive train and suspension.

 

That is what made the most sense to me but thank you for clearifying that.

 

No problem. Now what's up with that elephant? No pun intended.

 

Its just an extreme example of misplaced modifiers. The way it is stated, it imply the elephant is wearing my pjs but common sense dictates that i saw an elephant while i was wearing pjs.

 

See, I didn't take it that way. I thought you were being perverted.

 

The fulcrum is the attachment of the lower control arm to the frame. It's more like a nutcracker, with the shock being the nut, and the wheel being the hand.

Or if you catch some air:

With the suspension is cycled near full compression, the spring is closer to reaching its solid length when the shock perch is set at 1.75". Because the coils aren't spaced evenly, some coils already touch and stack solid. This leads to a sudden increase in ride stiffness.

 

I don't know the real numbers, if I did I would tell you.
The point is that it shifts the working range of the shock travel, only by 1.25".
The amount of travel is limited by physical stops or the length of the shock or a combination.
My 09 TRD DC Off Road has a sway bar and 3" of lift (630 lb/in Toytec/Eibach) and the 5100's neither top nor bottom out.

 

Are you using stock LCA's?
Also, are you using the 5100's with the snap ring and plate?
The reason I ask is that I have the Toytec Ultimate lift that uses a threaded adjuster and my stock LCAs bind before topping out the 5100's.

 

Yes to both. Im using the adjustable 5100's with the snap ring on factory UCAs.

 

Would slightly softening the factory valving somewhat offset the coil stiffness caused by all this preload? Or am I asking way to much. Sorry @moondeath you just happen to be the last to reply lol

 

I may not be the best to answer this question, but the simple answer is yes. The stiffness that you are referring to is a combination of factors. The springs support the load, and, it appears that you do not have progressive rate springs, so every inch or fraction of one will apply a even amount of force to hold the weight up. The bushings in the control arms as well as the sidewalls of the tire and the shock inside the coilover will contribute to the stiffness. Stock tires and suspension components are more flexible and provide a smoother ride. Larger diameter shocks provide a larger area and more flow that will also provide a smoother ride. The valving is a key factor for the type of driving and terrain that you will be exercising the suspension over. There is a lot of discussion in other threads such as the MTBS 2.0 thread concerning the valving, as well as many vendors that will help in getting your valving better tuned for your use. I can say that that much preload could limit the amount of uptravel before your springs bind, and that you may want to also consider a higher spring rate if you're going to make changes. Best of luck.