Hypothesis... OME suspension should have top plate spacers

N140S are Nitrochargers. N90000 are Nitrocharger Sports. They have the same extended length but the Sports have a longer collapsed length. And that does not look like it is an inch shorter shorter than stock.

Here is a 5100 next to factory Bilstein.



Note the spacer lift on the original Bilstein assembly.

Here is what I'm thinking... my shock I thought was the factory shock is not. But the OME is still way shorter than a 5100 and there would be no negatives to running a 1/2" spacer on OME N140S.

 

FIFY

 

So it looks like both the Nirtochargers and the 5100's are a little bit longer extended than stock billies. The issue in question now becomes collapsed length.

 

Stock Billies have 5.07" stroke. 5100s have 5.53" stroke. OME N140S have 5.43" stroke. Collapsed lengths between 5100 and N140S should be similar enough to be irrelevant (i.e. bumpstops hit before shocks bottoming).

 

So that should settle it... The shocks themselves (extended) are a little longer and have a longer stroke so you don't lose any travel range.

 

Good read. Thanks fellas!

 

I;m gonna throw a theory out there. For the best valving you want to use the middle of the range as much as possible, I think OME/ARB took that into extreme consideration when doing lengths.

And all that "droop" will just stress parts out and cause CVs to wear out harder. Yes, harder.

 

Most of the time is spent near midstroke in the shock. However, limited droop travel means your wheels are more likely to come off the ground, which is bad both off-road and on pavement.

 

I think the limiting factor in the setup will still remain the upper control arm.

 

^Only if the OP keeps the stock UCA. The aftermarket UCAs don't limit travel.

 

For a 5100 setup, I'm not convinced the stock UCA's are the limiting factor.

 

Didn't you just look at the pic of a 5100 being similar length as stock plus spacer?



Also I'm saying the 140S plus 1/2" spacer won't collapse to closed before hitting the bumpstop... and it gives a half inch more extended shock droop for more travel, especially if you have a Uniball UCA.

 

How does shock position effect valving? These are not bypass shocks. Position should have zero effect on valving. Low pressure gass differences are really minimal.

 

It's interesting. The 5100 appears to be as long as Icon Extended Travel coilovers, which are advertised to require uniball UCAs to reach full droop.

 

I had this debate in another thread and here's my reasoning behind it: If the UCA was the thing that limited droop, you wouldn't be able to get the 5100's in place without removing or loosening the LCA bolts or unbolting the UCA. The fact that the 5100's slide in without having to loosen either control arm bolt would lead me to believe that the shock would limit the downtravel, not the ball joint. Otherwise, you'd need to compress the coil to get it in place. Just my theory.

 

^You are not going through the full range of steering travel when installing shocks. Maybe it's just an endurance thing. i.e. It's possible the stock UCA balljoint can accommodate momentary misalignment at full droop, but if kept at such severe angles long-term, would simply tear the boot and cause all the grease to leak out.

 

Understood, I was only talking about what limits travel. It seems the shocks would top out before the ball joints run out of articulation.