.... The shoulders on those nuts were not really enough IMHO to allow full misalignment of the heim. Thanks for the pic.
They either are or they aren't. At least we know a few ways to find out.
.... The shoulders on those nuts were not really enough IMHO to allow full misalignment of the heim. Thanks for the pic.
Can you shorten the links till there’s no contact? If yes what will it do at full droop? If shortening links isn’t possible, I would probably trim the full length to look natural.
I was at the next to shortest link. I trimmed 1/2” inch off, painted it, and put the bumper back on. Can't even tell a difference, but now I don't have to worry about the SwayLoc interfering with the bumper and causing loss of uptravel.
View attachment 360262
@DrDmoney. This is the SwayLoc at full droop (shock fully extended). I have it on the 2nd hole from the front.
View attachment 360396
I haven't experimented with mine either. Mine is on the end hole, and still feels very stable on road.
Have you experimented with the other positions? I used to set the AR in the 2nd and sometimes the third hole (both stiffer) for better on-road drivability, when I installed the SL I used the 2nd hole but have since moved to the lightest setting (end hole) and still enjoy very controlled on-road performance.
I haven’t because I don’t see what benefit I can get. Shock is all the way deployed. Springs are almost loose. I can’t move them out of the keeper, but I can tell they are almost at their uncompressed length. What benefit for moving holes?
To tune the way the front bar works against the rear bar when your suspension is crossed up as well as from one side of the front to the other.
So, do you mean using different holes on the front driver side vs passenger side? Won't all the torque be on one side then and not equally distributed?
No, you want the same position from side to side but your rear is not adjustable so adjusting the front can affect rear traction.
Although I get that you can mismatch by one hole and it won’t adversely affect the chassis dynamics, but you can’t put one in the short lever position and the other in the long lever position and expect equal performance.
That would be a weird thing to do. But why wouldn't the forces equalize through the torsion bar?
Because the lever (arm) on one side is longer working against the fulcrum (chassis), affects the suspension (load) at a different rate. In other words the long arm twists the bar easier, no?