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AIR SHOCKS INSTEAD OF COIL OVERS???? YES OR NO
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<blockquote data-quote="clemsonjeep" data-source="post: 432811" data-attributes="member: 6317"><p>Yep...keep your uppers and lowers as parallel to the ground as possible...with as little shock shaft showing as possible. Center of gravity also plays a huge part in the way the air shocks will react. With a higher CoG they WILL exhibit the "jacking" that people associate with them...they will want to push the truck to one side...whichever side it wants to naturally lean to. </p><p></p><p>I know this isn't necessarily a suspension geometry thread, but all of this applies...here's a quote from Jesse Haines that I really though laid it out there...</p><p></p><p>"I've experimented with anti-squat plenty. Too much AS causes the suspension to stiffen when torque is applied. On a climb with a rock or ledge that contacts the rear tires, the suspension is too rigid to absorb the obstacle that it contacts, resulting in a bounce or hop. A car with low AS can smoothly spin the rear tires as it goes up a flat climb. A car with high AS will start to hop. If the AS is too low, it won't assist in supporting the car when weight is transferred."</p><p></p><p>He also brought up weight placement...</p><p></p><p>"To add to the weight balance thing a little more, imagine trying to push a sled uphill. It's more stable with the weight at the rear. The same applies if you're pushing it down a hill. If the car's overall bias is rear heavy it can't pull itself over obstacles. Another critical component is weight transfer. We're constantly climbing in these cars. The steeper the angle, the more weight that is transferred to the rear. If the rear of the car is light, the shocks can't handle the added weight. If you adjust the shocks to handle the added weight then they are too stiff on flat ground and unloading badly on downhills. If the rear sprung weight is the majority of the chassis weight, the suspension won't become overloaded when weight is transferred on climbs."</p></blockquote><p></p>
[QUOTE="clemsonjeep, post: 432811, member: 6317"] Yep...keep your uppers and lowers as parallel to the ground as possible...with as little shock shaft showing as possible. Center of gravity also plays a huge part in the way the air shocks will react. With a higher CoG they WILL exhibit the "jacking" that people associate with them...they will want to push the truck to one side...whichever side it wants to naturally lean to. I know this isn't necessarily a suspension geometry thread, but all of this applies...here's a quote from Jesse Haines that I really though laid it out there... "I've experimented with anti-squat plenty. Too much AS causes the suspension to stiffen when torque is applied. On a climb with a rock or ledge that contacts the rear tires, the suspension is too rigid to absorb the obstacle that it contacts, resulting in a bounce or hop. A car with low AS can smoothly spin the rear tires as it goes up a flat climb. A car with high AS will start to hop. If the AS is too low, it won't assist in supporting the car when weight is transferred." He also brought up weight placement... "To add to the weight balance thing a little more, imagine trying to push a sled uphill. It's more stable with the weight at the rear. The same applies if you're pushing it down a hill. If the car's overall bias is rear heavy it can't pull itself over obstacles. Another critical component is weight transfer. We're constantly climbing in these cars. The steeper the angle, the more weight that is transferred to the rear. If the rear of the car is light, the shocks can't handle the added weight. If you adjust the shocks to handle the added weight then they are too stiff on flat ground and unloading badly on downhills. If the rear sprung weight is the majority of the chassis weight, the suspension won't become overloaded when weight is transferred on climbs." [/QUOTE]
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