I wanted a make a quick write up on how genrights suspension is set up and why they do it. I am not here to tell you what is better within its design parameters, but I will try and explain why most here do not use their ideology. As always please let me know if I have anything wrong or needs to be said differently. My goal with this is to educate anyone that has always been told by both sides that said kit is better, without fully understanding at least why they think their kit is better so the educated assessment can be made on building your own jeep. I will be using basic terms of link design in hopes who ever is looking this up knows the terms anti squat and such will understand.
Now to summarize it plainly genright mostly uses a 3/4 link (some single triangulated, some double. This is unrelated to the other aspects of the design and is decided by the user on intended purpose of the build). The axle side links are often raised so that the lowers are flush with the axle tubes. This is intended to help the goal of a flatter link such as too steep of a link can cause difficulty to climb obstacles, especially undercuts. Its goal is to also to have less stuff hang down from the axle to get stuck on rocks.
On the frame side the separation is less than a savvy mid arm which is around the ~100% anti squat giving it no raise or squat when throttle is applied making it very predictable and no hop on obstacles when traction is limited. Genrights uses less frame side separation to get around ~130% anti squat and this is intentional. This is intended to have enough anti squat in the rocks to push the tire down for traction but not too much to make the jeep hop when the traction is lost. This is also intended to raise the body up during full throttle in the desert to gain up travel over the standard travel of ride height. This is to sit lower in the rocks when its sitting at ride height. Now I must mention that this is also intended to be paired with a coil over where you can get the full travel of the shock and spring with a lower ride height.
A traditional coil and shock (even a 12in outboard) must be set up at almost exactly 50/50 to get the travel of the spring to offer pressure at any point of the shock travel. We want it to put pressure on the axle for traction and not have it fall out as once a spring is fully uncompressed and no pressure from frame to axle is present their is no benefit to the spring. This is where a "low center of gravity" jeep is near impossible to do properly with coil and shock as you loose the space and travel from the coil, You either loose up travel from trying to fit a longer uncompressed coil, both the amount of travel you have from ride height as well as how much bump stop is actually present thus making the center of gravity actually sit higher at bump than one set up at 50/50 spring and shock travel. While a stock jeeps travel is limited to shock, and outboard 12in shock is limited to coil travel. So the genright links makes no real point in a coil and shock/outboard setup jeep. Thus the implementation of the savvy mid arm is notably the best route for that build. The design of the savvy kit is another topic and I recommend doing more research on its design to understand where its benefits are (simplified the biggest points are the balance of link length and clearance in rocks, flat enough links to have no downside of too steep of a link, a parallel front 3 link to keep caster, and the perfect geometry to keep it very stable with the 100% anti squat and doesn't rely on coil overs for up travel) all of these show the design parameters are much better with a tj/lj on a coil and shock setup than the genright kits.
A coil over now allows the mounting point of the coil to be much longer to get more travel out of the coil much like the same principle of fitting a longer shock needs a longer mounting point. So the use of their links would also need the use of a coil over to really use the benefits the higher anti squat. It is apparent now to me to see Genright push the idea of buying everything from them as a working system since the whole idea with their links depends on the the coil over to make any use of it. This also explains why Genright runs their coil over at a lower lift height and depends on the anti squat to get more up travel with hopes of the jeep sitting lower in the rocks but is only possible with coilovers.
Hope that is helpful to some people to understand why and where it even begins to make sense to use such kits for such builds. Their are many talking points about the kit even when its in the parameters that the genright kit is set for that I will not get into since I have no experience or credibility for such topics. This was to show why genright is different than other kits. It is a well thought out kit unlike many others since it at least has reason to all the design parameters.
Weather or not your build even fills the required parameters to run the genright kit on how it was designed(and if you want those features) is up to you.
Now to summarize it plainly genright mostly uses a 3/4 link (some single triangulated, some double. This is unrelated to the other aspects of the design and is decided by the user on intended purpose of the build). The axle side links are often raised so that the lowers are flush with the axle tubes. This is intended to help the goal of a flatter link such as too steep of a link can cause difficulty to climb obstacles, especially undercuts. Its goal is to also to have less stuff hang down from the axle to get stuck on rocks.
On the frame side the separation is less than a savvy mid arm which is around the ~100% anti squat giving it no raise or squat when throttle is applied making it very predictable and no hop on obstacles when traction is limited. Genrights uses less frame side separation to get around ~130% anti squat and this is intentional. This is intended to have enough anti squat in the rocks to push the tire down for traction but not too much to make the jeep hop when the traction is lost. This is also intended to raise the body up during full throttle in the desert to gain up travel over the standard travel of ride height. This is to sit lower in the rocks when its sitting at ride height. Now I must mention that this is also intended to be paired with a coil over where you can get the full travel of the shock and spring with a lower ride height.
A traditional coil and shock (even a 12in outboard) must be set up at almost exactly 50/50 to get the travel of the spring to offer pressure at any point of the shock travel. We want it to put pressure on the axle for traction and not have it fall out as once a spring is fully uncompressed and no pressure from frame to axle is present their is no benefit to the spring. This is where a "low center of gravity" jeep is near impossible to do properly with coil and shock as you loose the space and travel from the coil, You either loose up travel from trying to fit a longer uncompressed coil, both the amount of travel you have from ride height as well as how much bump stop is actually present thus making the center of gravity actually sit higher at bump than one set up at 50/50 spring and shock travel. While a stock jeeps travel is limited to shock, and outboard 12in shock is limited to coil travel. So the genright links makes no real point in a coil and shock/outboard setup jeep. Thus the implementation of the savvy mid arm is notably the best route for that build. The design of the savvy kit is another topic and I recommend doing more research on its design to understand where its benefits are (simplified the biggest points are the balance of link length and clearance in rocks, flat enough links to have no downside of too steep of a link, a parallel front 3 link to keep caster, and the perfect geometry to keep it very stable with the 100% anti squat and doesn't rely on coil overs for up travel) all of these show the design parameters are much better with a tj/lj on a coil and shock setup than the genright kits.
A coil over now allows the mounting point of the coil to be much longer to get more travel out of the coil much like the same principle of fitting a longer shock needs a longer mounting point. So the use of their links would also need the use of a coil over to really use the benefits the higher anti squat. It is apparent now to me to see Genright push the idea of buying everything from them as a working system since the whole idea with their links depends on the the coil over to make any use of it. This also explains why Genright runs their coil over at a lower lift height and depends on the anti squat to get more up travel with hopes of the jeep sitting lower in the rocks but is only possible with coilovers.
Hope that is helpful to some people to understand why and where it even begins to make sense to use such kits for such builds. Their are many talking points about the kit even when its in the parameters that the genright kit is set for that I will not get into since I have no experience or credibility for such topics. This was to show why genright is different than other kits. It is a well thought out kit unlike many others since it at least has reason to all the design parameters.
Weather or not your build even fills the required parameters to run the genright kit on how it was designed(and if you want those features) is up to you.
