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lifts and balljoints

Discussion in 'Suspension' started by teamfast, Feb 20, 2011.

  1. Feb 20, 2011 at 5:32 PM

    teamfast [OP] Get busy living, or get busy dying.

    Jul 6, 2010
    Winnipeg, Manitoba
    '10 DCLB
    BFG AT TKO2s 34 x 10.5 x17, Leer 550 Tonneau cover, weather tech digi fit liners, Viper 5901 remote start/security, 2" fr spacer, 3" TC AAL, All Pro IFS skid plate, Trans skid plate & Transfer Case skid plate, 12" roof mounted flip down dvd player, In channel vent visors.
    when using any of the following: top plate spacer, 5100s or complete coilover kits i think we can all agree the length of the coilover is being lengthened to lift the truck. All of these will create the same angles on balljoints. There are upper control arms that can counter the new angles but what about the lower? Is there any difference between these kits that make one better than the other on ball joints only?
  2. Feb 20, 2011 at 9:11 PM

    KPT sees what you did there.

    Sep 3, 2009
    09 Prerunner
    Katskin leather interior, Satoshi grille, Bilstein 5100's @ 1.75, rear leaf TSB, magnaflow exhaust, 18x9 BBS RW's, 275/65/18 Nitto TG's, black headlights, black taillights, Hella Supertones, weathertechs, EFX tri-fold tonneau, n-Fab steps
    An good example would be a top plate spacer vs. something like the 5100's.

    When all wheel are on the ground, you are correct that the stresses on the ball joints would be the same. However, these kits accomplish lift is different ways. The bilstein 5100 shocks are no longer than stock, and they preload the spring to get lift. Therefore you lose 2.5 of down travel, but have the exact same droop as you would with the stock setup (it just take 2.5" less extension to get there).

    The top plate spacers just force everything down by 2.5 inches. Therefore, at full droop, the UCA/LCA on the top-plate spacer setup is able to move 2.5 inches further downward than it was intended, causing the ball joints to bind.

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