Hello everyone,

I'm working on a project in Dominican Republic and obviously not many guys here have the experience of having built a project like what we are doing, so I have had too many opinions and ideas on how to measure the right travel and rate for Fox coilovers we want to use, but I'm not sure about them because of the lack of experience of the guys providing the ideas.

I need information on technics for measuring travel and rate, if there is a post and someone can lead me to it, I'll really appreciate it.  The project consisit on the following... pic attached!!!


1987
5VZFE Toyota v6 Engine
4 x 4 Toyota auto trans.
Full Hydaraulic rams steering
fr/rr Toyota diffs
5.29 diff gears
ARB fr/rr air lockers
RR  Samurai/Toyota coil suspension kit (w/o coils) since we want to use Coilovers
35 x 12.5 x 16 Wheels


On this picture engine and transmission are already in place.

Any help would be appreciated.


Frank

hi Frank and welcome.

you might be just the person I have been wanting to find.....I'm in Oregon USA and I am planning on buying a home in the DR soon and am coming  down there next January to start shopping. I would love to learn the culture, customs, and off-roading world of the DR.
thanks, Jared

sweet ride too, maybe I can come help turn some wrenches!!


I am sorry if I didn't help your question (I got excited when I saw your location) but rest assured there are plenty of people who will give you lots of useful info and a couple who will give you lots of useless info  huh?

Jared,

It will be a pleasure to help... Please send me an e-mail address where to e-mail you and go from there.... I'm from DR, but lived in the US for 20 years before moving back here in 2008.....

I sure I can help since my wife is a licensed US Realtor and has done many transaction with foreign investors as well as locals....

Thanks,


Frank

perfect! this is exciting. I have been looking for an avenue of help in our quest. I will stop messing up your thread and we can take it to email thanks again!!!!!!!!

pm sent

BTW....what is the popular type of four wheeling in the DR? any pics? thanks

1-Max out the flex on the axle. Stretch one side out, stuff the other ....both as much as possible.
This can be done several ways. A forklift, ditch, flex ramp (duh!) or a small, loud Japanese car, lowered w/ a nose kit on it. I wouldn't try a jack...they could move on you.

2-Measure between the shock mounts. The actual mounting locations. Either center of stud or bolt hole. This is how the shock companies do it. Measure both sides....the extension and compression will give the needed shock travel.

3- Add at last a half and inch to the extension....and add half an inch from compression.
This keeps the shock form acting as the bumpstop.

4- Go to your favorite parts store. Ask the guy at the counter for the shock book. They ALL have one....or more. If they won't let you....find another store.

5- Look up your stock application and take note of the mounting points (shock ends).

6- Match up the shock ends w/ the travel you need. You may have to give a little here and there.
 
7- Repeat steps 1-6 for the other axle if needed.

8-You're done!....GO WHEEL!


This works for any rig...... and grade of shock.....Ranchos to Red Ryders.

Here is a link with a desriptive article with pics as well. SHOCK MEASURING

This works for any rig...... and grade of shock.....Ranchos to Red Ryders.

There's more to shock selection that simply choosing one with the optimum length or travel - a little thing known as damping - and that after all, is the only reason, to have shock absorbers .  Damping is determined by the weight of the oil used in the shock and the valving, and depending on the valving, the compression damping may be different to the rebound damping.

It is possible to have two vehicles with the same suspension design that require a shock with same length & travel, but if one weighs more than the other, the damping requirements will be different - for example the front struts on an '02 Suzuki Vitara with the 1.6 litre four cylinder, and an '02 Suzuki Grand Vitara XL-7 with a 2.7 litre V6 - the front ends are identical (suspension wise), but the struts (and of course the springs) are different, to cope with the additional weight of the larger engine & transmission.

You are so right Fordem.... I was only responding to the posters original question "Measuring shocks travel.... Please help!!!". Choosing the correct dampening in accordance with the vehicles weight and use is a whole new topic. 

Here is what trail tough has to say about the subject, they may know a thing or two about this.

http://trailtough.com/index.php?option=com_content&view=article&id=56:shock&catid=36:techinfo&Itemid=60

Here is what trail tough has to say about the subject, they may know a thing or two about this.

http://trailtough.com/index.php?option=com_content&view=article&id=56:shock&catid=36:techinfo&Itemid=60

Thanks for adding this one! I had read this before but for the life of me could not remember who had wrote it. It is now safely stored in my favorites for future reference if sombody needs it....

Here is what trail tough has to say about the subject, they may know a thing or two about this.

http://trailtough.com/index.php?option=com_content&view=article&id=56:shock&catid=36:techinfo&Itemid=60

As interesting a read as that was, I don't think it's applicable here - I believe it is specific to leaf springs and SAS - this is a coil sprung vehicle using coil overs.

On a leaf sprung vehicle the springs both support the vehicle and locate the axles, if the vehicle is "spring over",  axle wrap becomes an issue, if it is "spring under", it's less of an issue.

On a coil sprung vehicle the springs support the vehicle but the axle is located by a number of links - typically either three, four or five - and these links dictate (or limit) the movement of the axle - spring wrap should not be a problem in this type of suspension and placement of the shocks to control spring wrap is therefore not required.

Additionally, if the weight of a leaf sprung vehicle is lifted off of its wheels, the wheel droops until it is limited by the resistance of the spring (to quote the article, the downside wheel simply hangs of its own weight less the resistance of the bowed spring instead of actually FORCING the downside spring to be bowed and the tire to be pressed on the ground), with a coil sprung vehicle, the spring forces the wheel down until it is limited, either by shock travel or a limit strap.

where ya' at man.......contact me if you get back on the site!