High Praise For MetalCloak's Duroflex Double Adjustable Control Arms

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mrblaine said:
And that's why we don't ever learn. Regardless of how good any info is, the moment it is dismissed as a Ford vs Chevy debate, we all lose.


You can dig around on here if it hasn't been deleted where Matson specifically stated that while they can NOT prove there is any benefit whatsoever to the Kevlar being added to the rubber compound they use, it isn't costing you any more so why not?

Put that in real terms and what you wind up with is "we know folks fall for marketing shit so we're adding KEVLAR GODDAMMIT!!!! and they'll eat it up.
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mrblaine said:
Fuck me, I spent 15 years trying to explain how bolts work in slip critical connections. Hole size within reason (for example, the bolt sleeve has to make contact around the hole) does not matter. That is in response to 100's of posts with others telling everyone that the reason they have death wobble is due to the hole being wallowed out and the bolt is now too small. To this very day there will still be posts saying to weld a washer over the front hole. Okay, what about the back hole then? Crickets

If the front hole matters, then so does the back hole and the reality is neither do as long as we can get the faying surfaces to make contact. Even when you point out that the factory gave them an example that fully 100% with science, math, and physics that fully invalidates their position, they won't let go. The example lives within a scant few inches of the axle side track bar bracket in the form of a big ass slot in the lower control arm bracket. If hole size actually matters, then how does that slot work? How?

If something that basic can't be moved out of the mythology bin, the rest doesn't stand a chance. Note my signature.
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Well stated analogy of of slip critical connection (SCC). Could include a link to drawing so we can understand what defines a SCC and maybe a drawing that details your argument? This is really good information.

Thanks Blaine.
 
Brianj5600 said:
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I would be surprised if there was not a noticeable difference in ride quality between stock and MC. The MC joints seem to allow free vertical movement.
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On a nearly 4000lb vehicle, why would MC's free rotation matter on smaller movements compared to a factory bonded rubber bushing working within it's designed range of motion?
 
TKFX said:
https://gprivate.com/60w3y
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TKFX said:
https://gprivate.com/60w3y
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So now I understand how a slip-critical connection works, loads are transferred from one element to another through friction forces developed between the faying surfaces of the connection. These friction forces are generated by the extreme tightness of the structural bolts holding the connection together.

So what is a fraying surface? The mating surface of a workpiece in contact with or in close proximity to another workpiece to which it is to be joined.

Ok I got the math and science. So why did my tract bar mounting holes wallowed out? I torqued the connecting bolt per manufacturers specs? If the manufacturer did the engineering correctly for the known loads then somehow something imparted loads in excess to the manufacturers assumed limits. Could it be my tract bar with the hard joints? What went wrong?

Please help me understand my problem and offer a solution, could tell me the the fraying surface fiction numbers before and after I installed the new instant loads that tract bar is transferring through the slip-critical joint.

Thanks for your help in advance of your critical analysis I am sure you will offer.
 
Faying surfaces are where the nut, bolt, and/or washer physically contact the thing they are clamping onto. In this case the control arm mount and the inner bushing sleeve. The clamping force sufficient to prevent movement creates a unitized assembly comprised of the nut, bolt, washers, mount and bushing sleeve.

Fraying surfaces are where your dress tears.
 
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IJK said:
I find interesting that people will spend thousands of dollars on the latest whiz bang short arm suspension and then use the white rocket shocks. Is there room on this forum to have a discussion about shock technology and ride improvement.

Justin Smith over at Shock Therapy has changed the SxS industry thinking about suspension and shocks, in fact Fox was force to buy a piece of his business to get his patented shock technology. There are way more Jeeps in the world than SxS and all those Jeeps could benefit from improved shock technology.

With the respect you have in the Jeep industry I could see you being the Justin Smith of the Jeep aftermarket industry and leading the charge of shock technology for all of us.
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I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
 
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kmas0n said:
I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
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I was wondering what the cost would be.

I'd also say that a lot of the appeal of the TJ is simplicity.
 
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kmas0n said:
I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
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I forget the brand name, but there is another shock retrofit kit that puts a computer controlled reservoir for on the fly tuning adjustment onto a Fox body or similar. It cost about $3500 plus a bunch of other add ons.
 
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kmas0n said:
I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
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That is interesting Justin tuned my shocks.
 
kmas0n said:
I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
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That is interesting Justin tuned my shocks.
 
jjvw said:
I forget the brand name, but there is another shock retrofit kit that puts a computer controlled reservoir for on the fly tuning adjustment onto a Fox body or similar. It cost about $3500 plus a bunch of other add ons.
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We are taking about the same thing. I figured 4k after taxes and shipping
 
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kmas0n said:
I asked Justin if he would tune my coil-overs on my jeep, since its a local company. He politely refused.

SDI makes a universal E-click kit for any shock with a reservoir, Its about 4k. Like Blaine said, most TJ owners are not going to throw 4k on top of the already high cost for quality shocks
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Interesting, haven't head about them before. Looks like they have an ECU with sensor inputs that that adjusts an electromechanical proportional valve effectively controlling the rate of fluid flow between the main shock and the reservoir. If I am understanding correct, it is the functional equivalent to having LSC/DSC type adjustors but the adjustor "clicks" is moved by a servo motor on the fly instead of manual adjustments. And perhaps to preset "modes" from inside the cab (road/trail/whatever). You would need still the shock to be valved properly to start with correct? Or is there more to it that I am missing?

Atleast one guy with a TJ running it somewhere. $5k for a full bolt-on set for Jeeps, ~2,500 for a retrofit kit with the sensors and processors and replacement reservoirs that go on existing shocks.

@mrblaine you heard about these guys?

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jjvw said:
Faying surfaces are where the nut, bolt, and/or washer physically contact the thing they are clamping onto. In this case the control arm mount and the inner bushing sleeve. The clamping force sufficient to prevent movement creates a unitized assembly comprised of the nut, bolt, washers, mount and bushing sleeve.

Fraying surfaces are where your dress tears.
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I am starting to understand, so why do the mounting holes wallow out when I use JJ's but don't when I use stock joints?

If it has something to do with your dress tearing that would be better left for another forum.
 
IJK said:
I am starting to understand, so why do the mounting holes wallow out when I use JJ's but don't when I use stock joints?

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Because you aren't bringing the fastener to the proper torque value.
 
jjvw said:
Because you aren't bringing the fastener to the proper torque value.
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I torqued the bolts to the recommended value and then re-torqued them after a week. What am I missing here?
 
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