Have a truck - suspension questions
I recently purchased a 2005 Dodge 3500 dually and am wondering what to do about suspension. We are looking for a 2006 or later AF 990 and am going to install Torklift tiedowns. Depending upon which ...
Forum Discussion
d3500ram,
I like your idea. Cheap and fits the space between the bottom two springs, spreading out the stress. However, I find using anything in conjunction with the lower actual overload spring makes the ride Oh-so stiff. Why? Do you actually think that thick lower spring has any flex? I think not. It's an end of travel support block. It's just the last stop on an out of control freight train. Further, when the lower overload is bottomed out the physics of frame twisting starts to take over. The stiffer the spring pack, the more twist transferred to the frame or the front springs if not equally stiffened. Maybe I'm paranoid about this, but I found out on some off-road style trucks, especially older Ford frames that flex at will, that you want to maximize the spring flexing to minimize the frame flexing. Something has to flex somewhere when you get the axles all twisted up and it might as well be the springs not the frame, especially with a TC on board.
As a historical footnote, Jeeps (capital J) starting with the WWII Willys/Ford had many thin leaves with good flexibility off-road and allowing little frame flexing. By about the CJ era in the 1950's to 1986 the springs were stiffer and transferred some of the twist to the frame, which by this time was more robust than the MB era. But the cross members, spring hangers and body bushings took it in the shorts. The YJ model in 1987 went back to a more playable spring set and there was even less frame flexing with a stiffer yet frame.
I have thought about this a lot and appreciate the Dodge front coil springs as they take over much of the suspension travel from the much stiffened suspension on the rear axle.
Oh, lots to consider. I still like the simplicity of your idea. Maybe because I have a lot of brightly colored plastic wedges laying in my chainsaw kit.
jefe
I like your idea. Cheap and fits the space between the bottom two springs, spreading out the stress. However, I find using anything in conjunction with the lower actual overload spring makes the ride Oh-so stiff. Why? Do you actually think that thick lower spring has any flex? I think not. It's an end of travel support block. It's just the last stop on an out of control freight train. Further, when the lower overload is bottomed out the physics of frame twisting starts to take over. The stiffer the spring pack, the more twist transferred to the frame or the front springs if not equally stiffened. Maybe I'm paranoid about this, but I found out on some off-road style trucks, especially older Ford frames that flex at will, that you want to maximize the spring flexing to minimize the frame flexing. Something has to flex somewhere when you get the axles all twisted up and it might as well be the springs not the frame, especially with a TC on board.
As a historical footnote, Jeeps (capital J) starting with the WWII Willys/Ford had many thin leaves with good flexibility off-road and allowing little frame flexing. By about the CJ era in the 1950's to 1986 the springs were stiffer and transferred some of the twist to the frame, which by this time was more robust than the MB era. But the cross members, spring hangers and body bushings took it in the shorts. The YJ model in 1987 went back to a more playable spring set and there was even less frame flexing with a stiffer yet frame.
I have thought about this a lot and appreciate the Dodge front coil springs as they take over much of the suspension travel from the much stiffened suspension on the rear axle.
Oh, lots to consider. I still like the simplicity of your idea. Maybe because I have a lot of brightly colored plastic wedges laying in my chainsaw kit.
jefe
