That sounds backwards to me!

It's correct - the LSPV senses the load based on how close the axle is to the frame, more load moves the frame down whilst the axle stays at the same height - the LSPV is attached to the frame, the spring is attached to the axle, pulling the spring down makes the LSPV think there is less load.

Also - with a front brake upgrade, you'd need to increase rear braking effort to keep the brake propotioning balanced - increasing the tension on the spring does that.

It would have been preferrable if he had not defeated the load sensing, but ...

yeah, I wouldn't want full breaking on the rear, that's just asking for an unexpected spin out!  Your rears should always be at 50% power of the fronts, just like how you're supposed to break on a motorcycle.  

That is full braking power as regulated by the proportioning valve, the load sensing valve is in addition to a normal braking system.

And the rear braking power is NOT 50% of the fronts, every vehicle has a different % value based upon weight, wheelbase, size of rear brakes, etc,  different than a bikes divorced braking system.

Since attaching the Load sensing valve to the frame to attain full braking potential(key word), the brakes are hands down better and the rear has never kicked out at all, rain, snow or ice any more than stock.

I know what the LSPV does, but I didn't feel the need to conduct a seminar on breaking.  

Streaching that spring down on the LSPV defeats the purpose of the LSPV.  With the streached spring, the LSPV will not give the proper balance of pressure to the rear brakes.  The rears may be closer to 0% if it's streached to max while sitting level.  The LSPV also reduces rear brake pressure during extreme breaking, when you slam your brakes and the front end squats and the rear lifts, the rear brakes are also loosing just enough pressure to prevent the rear wheels from locking up.  Just like when you lower a vehicle, you should adjust the LSPV maintain the proper balance, the same is true when you lift a vehicle.  

The LSPV works in the reverse, as the suspension squats the valve is pulled down, it mounts in front of the crossmember with a arm coming off the third link towards the front beyond the pivot point.


My lift kits upper third link does not have any provision for the arm.

ahh I did visualize it backwards.  My Tracker is on the other side of the pond so I couldn't just crawl up under and look.  So now your rear brakes are getting full braking power all the time?  well, I guess all is better than nothing...

...the braking still hasn't improved as much as i was hoping for, i think I'm going to get the 4-door's master cylinder and install it to match up to the front brakes now.  hopefully that will give me more aggressive stopping power. 

Is there another master cylinder that i can get that would be better than the OEM master cylinder from the 97 4-door?  maybe a ZR2 master Cylinder? 

?

For optimum brake performance, the work done by the rear brakes will vary with the load in the vehicle, more load, more rear braking; less load, less rear braking - that's the reason a load sensing valve is fitted.

Mine was never fitted with an LSPV.

I plan on setting the lever to be within the resting specs, but inoperative, tomorrow, what I should have done earlier but was lazy, LOL.