Social Security Disability Forum?
Somali Salvation Democratic Front
What is the best riding and performing lift kit for my 2001 TJ?
- Thread starter 01saharatj
- Start date
Somali Salvation Democratic Front
Since we are on the topic of TJs and the springs we can get for them, name one that has so high of a rate that it restricts flex?
Nope. I had those on my TJ.
They provided about 2" of lift with my old bumper/carrier. 216lb/in. Bump stop extension matched the compressed OME N67 shock.
Last edited:
From the butt dyno diaries;
Here is what I like:
-The higher spring rate on the front has reduced some of the body roll. I can feel this while turning at normal driving speeds. This is subtle, but real.
-The lower spring rate in the rear is a bit more compliant and comfortable. Again subtle, but real. I drive this thing nearly every day, So I can notice small changes.
-While the Currie rear is only .25/.375" taller, the coils are 1.25" longer than the OME949. If/When I outboard the rear shocks, I would want to make use of this added travel.
———————————————————————————-———————————————————————————
Don’t be so hard on the Flat Earthers, there was a time when even the experts thought it was flat... Partly due to the teeter-totter effect.
-The interesting thing going back to the lower 140lb spring rates from the stiffer Curries is that I immediately felt the difference. The 931s are exactly how it felt with the shorter 933s and not at all how the Curries felt. The front end moves around much more with 140lb springs. I can't understand how certain smart and informed people can argue that you can't perceive differences in spring rates.
It must be true I read it on the internet
Here is what I like:
-The higher spring rate on the front has reduced some of the body roll. I can feel this while turning at normal driving speeds. This is subtle, but real.
-The lower spring rate in the rear is a bit more compliant and comfortable. Again subtle, but real. I drive this thing nearly every day, So I can notice small changes.
-While the Currie rear is only .25/.375" taller, the coils are 1.25" longer than the OME949. If/When I outboard the rear shocks, I would want to make use of this added travel.
———————————————————————————-———————————————————————————
Don’t be so hard on the Flat Earthers, there was a time when even the experts thought it was flat... Partly due to the teeter-totter effect.
-The interesting thing going back to the lower 140lb spring rates from the stiffer Curries is that I immediately felt the difference. The 931s are exactly how it felt with the shorter 933s and not at all how the Curries felt. The front end moves around much more with 140lb springs. I can't understand how certain smart and informed people can argue that you can't perceive differences in spring rates.
It must be true I read it on the internet
You've done your homework. The last time someone brought up my old comments from many years ago, I reminded them of exactly what I have stated multiple times in response to myself, including here in this very thread. I had done very little shock work at that time. The difference I felt during those spring experiments was so subtle (my word at the time, as well) that after I experienced what shocks can do, I seriously doubted myself that the difference between springs was ever there. I had to dig deep to find it.
The outboard and good shocks take no digging or convincing to feel the difference. My entire perspective changed the first time I drove after the outboard.
Last edited:
I see that.
There are many things about that early build that I don't condone these days.
So why did you call it "The exact instructions to do everything perfect the first time regardless of what you want to achieve build"?I see that.
There are many things about that early build that I don't condone these days.
I sometimes kick myself for naming it the Too Stubborn to Learn and Grow From My Mistakes and Experiences Build. Can't change it now...
It's ok. I'm about to start the, WTF were you thinking and why didn't you start with something normal. Feel free to laugh and maybe occasionally chime in. I will get the springs tuned just right though.
I've yet to read ANYWHERE that shocks can improve your ride. No one says different. They are the final piece in the suspension. And what they do is to affect the way the spring moves. That's it. Unless you think they do something else? What do you actually think they do? They control the motion of the spring. Just because Greenland is twice the size of Africa on a map dosen't make it true. There is real life and there is stubborn people insisting on false information.
Yes or no? Changing your tire pressure changes ride feel? Try driving through a field (traction isn't a problem) with your tires at 30 psi and then at 15 psi. Notice any difference? You changed the effective spring rate of the sidewall. How 'bout this...go play some basketball with your friends. At halftime let out 10 psi from the ball. Notice any difference in the way it bounces? You changed it's effective spring rate.
To name any specific spring that hurts articulation is not possible. It is different for every vehicle. If you have a bunch of armor on the Jeep then the spring YOU need will be firmer than the spring I need for my lighter Jeep. Or, for your buddy with his RTT and fully loaded back with a couple Jerry cans filled up YOUR ideal spring would be too light.
If you go and pull your springs this week and replace them with a different rate spring, slap those tires on and complain you can't feel a difference that's because you have the same shock that is now too restrictive to let the new spring move to its potential. Your shock is preventing the spring from moving.
I really don't get why you can't understand that a suspension is a SYSTEM. All pieces effect how the others perform.
Yet you stomp your feet if someone says a long arm suspension works good for them. You people bitch about moving a link 1/4" higher will completely change everything. Suddenly the antisquat will cause the Jeep to roll over backwards from a stoplight.
And some of you BRAG you can fuck up any suspension by putting shitty shocks on it. YEA!! I'm so proud of you. Most suspension kits have been doing that for decades.
Tire selection, tire pressure, spring rate, shock valving, vehicle weight, intended use, they are all part of either a really good or a really crappy ride. Each effects the others. Shock valving can make a light spring act heavier (restrict movement) but it cannot make a heavy spring act lighter. Show me how. Show me how you can RESTRICT the movement of the spring and make it react faster and farther. SHOW ME MR EXPERT.
Unlike some here, I'm fine with being proven wrong. It's called "learning". But all you seem to be able to do is get all pouty and mad and little else. So show me.
Yes or no? Changing your tire pressure changes ride feel? Try driving through a field (traction isn't a problem) with your tires at 30 psi and then at 15 psi. Notice any difference? You changed the effective spring rate of the sidewall. How 'bout this...go play some basketball with your friends. At halftime let out 10 psi from the ball. Notice any difference in the way it bounces? You changed it's effective spring rate.
To name any specific spring that hurts articulation is not possible. It is different for every vehicle. If you have a bunch of armor on the Jeep then the spring YOU need will be firmer than the spring I need for my lighter Jeep. Or, for your buddy with his RTT and fully loaded back with a couple Jerry cans filled up YOUR ideal spring would be too light.
If you go and pull your springs this week and replace them with a different rate spring, slap those tires on and complain you can't feel a difference that's because you have the same shock that is now too restrictive to let the new spring move to its potential. Your shock is preventing the spring from moving.
I really don't get why you can't understand that a suspension is a SYSTEM. All pieces effect how the others perform.
Yet you stomp your feet if someone says a long arm suspension works good for them. You people bitch about moving a link 1/4" higher will completely change everything. Suddenly the antisquat will cause the Jeep to roll over backwards from a stoplight.
And some of you BRAG you can fuck up any suspension by putting shitty shocks on it. YEA!! I'm so proud of you. Most suspension kits have been doing that for decades.
Tire selection, tire pressure, spring rate, shock valving, vehicle weight, intended use, they are all part of either a really good or a really crappy ride. Each effects the others. Shock valving can make a light spring act heavier (restrict movement) but it cannot make a heavy spring act lighter. Show me how. Show me how you can RESTRICT the movement of the spring and make it react faster and farther. SHOW ME MR EXPERT.
Unlike some here, I'm fine with being proven wrong. It's called "learning". But all you seem to be able to do is get all pouty and mad and little else. So show me.
Rubicon John
TJ Enthusiast
Find us a spring for a TJ with a rate so high that it won't allow full stuff. I dare you.
Until you are able to do this, stop creating implausible scenarios to support your baseless argument.
EzPeezy
TJ Enthusiast
Spring time is my favorite season on wranglertjforum.com
I have LJ rear springs with the some of the highest if not the highest spring rates on the market, specifically RE 5.5" LJ rear springs. I need them to support the weight introduced by a hardtop, heavy rear bumper with tire carrier and jerry cans. With the weight of my particular jeep, the 5.5" springs net 4" +/- of lift when fully loaded with gear.
I can still fully stuff all of my tires - even with my "stiff" rear springs.
So far I think I have proven absolutely nothing of any relevance to this discussion other than the fact that my particular springs hold up the weight of my jeep to the ride height I need, which is exactly what @Goatman wrote above in Post #413 of this thread. .:
Which is not dissimilar in concept to an earlier post by @mrblaine:
So tell me what we're debating again?
We seem to be in agreement up to the point that springs are selected to set ride height and carry the weight. That's where the paths diverge. Some think that more fine tuning of the spring rates/lengths, etc. will improve ride incrementally, which Blaine points out is impossible on any practical level because each change in the spring will necessarily change ride height if all other factors in the equation remain equal. This puts you back to square one and also introduces another variable that makes it more difficult to measure the true effect of a single change in the system. Blaine sets ride height then moves on to tune with shocks.
Blaine's seems like a pragmatic and effective real world approach to solving a problem to me, even if there may be a hypothetical situation or scenarios in some context other than solid axle coil sprung Jeep TJ's where spring tuners exist.
___________________
Today's Jeep Riddle (in honor of our friend @Zorba ): How many jeepers can dance on the end of a pin?
Answer: None. Jeepers are too busy arguing about why their shit doesn't stink to do any dancing.
I can still fully stuff all of my tires - even with my "stiff" rear springs.
So far I think I have proven absolutely nothing of any relevance to this discussion other than the fact that my particular springs hold up the weight of my jeep to the ride height I need, which is exactly what @Goatman wrote above in Post #413 of this thread. .:
Which is not dissimilar in concept to an earlier post by @mrblaine:
So tell me what we're debating again?
We seem to be in agreement up to the point that springs are selected to set ride height and carry the weight. That's where the paths diverge. Some think that more fine tuning of the spring rates/lengths, etc. will improve ride incrementally, which Blaine points out is impossible on any practical level because each change in the spring will necessarily change ride height if all other factors in the equation remain equal. This puts you back to square one and also introduces another variable that makes it more difficult to measure the true effect of a single change in the system. Blaine sets ride height then moves on to tune with shocks.
Blaine's seems like a pragmatic and effective real world approach to solving a problem to me, even if there may be a hypothetical situation or scenarios in some context other than solid axle coil sprung Jeep TJ's where spring tuners exist.
___________________
Today's Jeep Riddle (in honor of our friend @Zorba ): How many jeepers can dance on the end of a pin?
Answer: None. Jeepers are too busy arguing about why their shit doesn't stink to do any dancing.
Another riddle for you. If you take the basketball above, pump in 2 pints of water, adjust the inflation pressure to what it was before since the water volume reduces the internal volume, will it bounce the same since you did not change the spring rate?
I can't get past wondering whether a basketball will bounce at all with 2 pounds of water in it.