Xtreme 4x4 Builds
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Join the PowerNation Email NewsletterParts Used In This Episode
Eibach
Coil-Over Spring, Powdercoated, 2.500 in. Inside Diameter, 8.000 in. Length, 300 lbs./in.Spring Rate, Each
Eibach
Oil-Over Spring, Powdercoated, 2.500 in. Inside Diameter, 12.00 in. Length, 300 lbs./in. Spring Rate, Each
Eibach
Tender/Linear Spring, Powdercoated, 2.500 in. Diameter, 2.250 in. Length, 300 lbs./in. Spring Rate, Each
Intercomp Racing
Electric Scales, SW650 Quick Weight, LCD Readout, Aluminum Scales, 1,500 lb. Per Scale Capacity, Kit
Superlift Off-Road Vehicle Park
Americas Premier Off-road Vehicle Park, Superlift ORV Park
Episode Transcript
(ANNOUNCER)>> THE CORRECT
SPRING SETUP CAN BE THE DIFFERENCE BETWEEN SMOOTH
HANDLING AND BOTTOMING OUT. TODAY ON XTREME 4X4 WE'LL SHOW
YOU EVERYTHING YOU NEED TO KNOW TO CHOSE THE RIGHT
SPRINGS FOR YOUR RIG. PLUS WHAT DO YOU GET WHEN YOU
PUT A CASH PAYOUT AT THE TOP OF THE HILL AND THE FIRST
ONE TO CROSS THE FINISH LINE TAKES IT ALL? WE CALL IT THE GORILLA RUN.
(IAN)>> TODAY WE'RE GONNA TAKE IN DEPTH LOOK AT A PART THAT MAY SEEM INCREDIBLY SIMPLE BUT IT'S ACTUALLY ONE OF THE MOST COMPLICATED ONES YOU'LL FIND ON A GOOD ROCK CRAWLER. IT'S THE DIFFERENCE BETWEEN A RIG THAT WORKS WELL AND A RIG THAT DOESN'T WORK AT ALL. IT'S FULLY TUNABLE AND THE BEST PART IS IS THAT TUNING TAKES ONLY MINUTES TO ACCOMPLISH. THE PART I'M TALKING ABOUT IS A COIL OVER SPRING.
(CHRIS)>> COIL SPRINGS COME IN MANY DIFFERENT SHAPES AND SIZES, AND KNOWING HOW THEY WORK CAN HELP YOU CHOSE THE RIGHT SPRINGS FOR YOUR PROJECT.
(IAN)>> THE FIRST STEP IN UNDERSTANDING HOW A COIL SPRING WORKS IS TO HAVE A LOOK AT THE DIFFERENT PARTS OF THE SPRING. YEAH, YOU MAY THINK OF A COIL SPRING AS JUST ONE PART, BUT THERE'S FOUR KEY ITEMS THAT WILL CHANGE HOW THAT SPRING REACTS INSIDE YOUR SUSPENSION SYSTEM. NOW COIL SPRINGS ARE RATED WITH WHAT'S CALLED A SPRING RATE, AND THIS 16 INCH TALL SPRING CARRIES A 250 POUND PER INCH RATING. THAT MEANS IT'S GONNA TAKE 250 POUNDS TO COMPRESS THIS SPRING ONE INCH. NOW ONE OF THE FOUR THINGS THAT CAN CHANGE STARTS WITH THE MATERIAL THAT THIS SPRING IS MADE OUT OF. SPRINGS ARE MADE BY TAKING THE SPRING WIRE AND RUNNING IT THROUGH A MACHINE AND BASICALLY TWISTING IT INTO THE COIL SPRING SHAPE. IF YOU CHANGE THE MATERIAL THAT YOU MAKE THE SPRING OUT OF IT WILL CHANGE THAT RATE. THAT'S WHY WHEN YOU GET SPRINGS FROM DIFFERENT MANUFACTURERS THEY'LL HAVE THE SAME RATE BUT MAY LOOK SLIGHTLY DIFFERENT. NOW THE SECOND THING IS THE THICKNESS OF THAT SPRING WIRE. OBVIOUSLY A THICKER SPRING WIRE WILL RAISE THE RATE AND A THINNER SPRING WIRE WILL DROP THAT RATE BACK DOWN. NOW THE THIRD THING IS THE NUMBER OF WRAPS PER INCH OR THE NUMBER TIMES THE COIL SPRING ACTUALLY COILS. YOU CAN SEE WITH THESE TWO SPRINGS SITTING SIDE BY SIDE THIS 800 POUND SPRING, YES IT'S MADE OUT OF THICKER WIRE, BUT IT ALSO HAS MORE WRAPS PER INCH. THEY'RE CLOSER TOGETHER, THAT'S WHY IT CAN HOLD UP MORE WEIGHT. NOW THE LAST THING IS THE ACTUAL PHYSICAL SIZE OF THE SPRING. YOU CAN SEE THAT THIS THREE INCH SPRING IS A LOT BIGGER AROUND THAN THIS TWO AND A HALF. NOW MOST OF THE TIME PEOPLE JUST THINK THAT THEY'RE DIFFERENT SIZES TO FIT AROUND DIFFERENT COIL OVER SHOCKS, BUT THE LARGER SPRING WILL ACTUALLY BE ABLE TO HOLD UP MORE WEIGHT. THAT'S WHY YOU SEE IT USED IN EXTREMELY HEAVY VEHICLE APPLICATIONS. NOW THE ONE THING THAT IS CONSTANT ABOUT BOTH OF THESE SPRINGS IS THAT THEY HOLD WHAT'S CALLED A LINEAR SPRING RATE. THAT MEANS THAT THE SPRING RATE DOESN'T CHANGE WHETHER THE SPRING IS COMPRESSED AN INCH OR COMPRESSED ALL THE WAY TO ITS FULL COMPRESSION. NOW THAT'S NOT A BAD THING. IT MEANS THAT IT'S ALWAYS GOING TO DO THE SAME TYPE OF MOVEMENT, BUT WHAT DO YOU DO IF YOU WANT YOUR SUSPENSION TO ACT A LITTLE BIT DIFFERENTLY? WELL, AUTOMOTIVE MANUFACTURERS USE WHAT'S CALLED A PROGRESSIVE SPRING RATE. THEY'LL TAKE A COIL SPRING LIKE THIS AND RUN WITH A STANDARD NUMBER OF SPRING WRAPS AT THE BOTTOM. THEN THEY'LL CHANGE IT AT THE TOP. THEY'LL BRING IT IN A LITTLE BIT NARROWER, MAYBE ADD A COUPLE OF EXTRA WRAPS. THAT MEANS THE COIL SPRING ACTS DIFFERENTLY WHEN THE TIRE IS ABOUT TO FULLY COMPRESS. THE SPRING WILL GET A LITTLE BIT STIFFER. NOW THAT'S EASY FOR A MANUFACTURER TO DO. THEY HAVE UNLIMITED BUDGETS AND ENGINEERS THAT CAN SPEND A YEAR DESIGNING ONE SPRING. WHAT DO YOU DO IF YOU WANT THAT BENEFIT IN A SET OF COIL OVERS? WELL YOU NEED A DUAL RATE KIT. WHENEVER YOU GUYS SEE US INSTALL A SET OF COIL OVERS HERE AT XTREME, YOU'LL SEE US SLIP ON TWO DIFFERENT COIL SPRINGS, USUALLY OF TWO DIFFERENT SPRING RATES. NOW THE UPPER SPRING WILL BE THE LIGHTER OF THE TWO RATES AND IT IS CALLED THE TENDER SPRING. THE LOWER, HEAVIER SPRING IS REFERRED TO AS THE MAIN SPRING. AND THIS IS THE FIRST STEP IN CREATING A PROGRESSIVE SPRING RATE BY USING TWO LINEAR SPRINGS. BY STACKING THESE SPRINGS ON TOP OF EACH OTHER WE'VE CHANGED THE ENTIRE SPRING RATE OF THE PACKAGE. NOW TO CALCULATE THAT NEW SPRING RATE WE USE A SIMPLE MATHEMATICAL EQUATION. WE TOOK THE WEIGHT OF THE LOWER SPRING AND MULTIPLY IT BY THE WEIGHT OF THE UPPER, AND THEN DIVIDE IT BY THE TOTAL OF THE TWO SPRING RATES ADDED TOGETHER. SO IN THIS CASE WE HAVE A 250 POUND MAIN MULTIPLIED BY A 150 POUND TENDER, DIVIDE THOSE 400 AND WE GET A NEW SPRING RATE OF 93.75 POUNDS PER INCH. NOW THAT SOFT INITIAL SPRING RATE IS GREAT. IT ALLOWS THE VEHICLE TO EASILY SOAK UP BUMPS WHEN YOU'RE TRAVELLING AT A HIGH RATE SPEED. THE AXLE FEELS WHAT WE CALL ALIVE UNDERNEATH THE TRUCK. BUT WHAT HAPPENS WHEN YOU HIT THAT ONE BIG BUMP. OR WORSE THE VEHICLE BECOMES AIR BORN AND IT'S GONNA LAND WITH THE WHOLE WEIGHT OF THE VEHICLE ON THE SPRING? YOU NEED A STIFFER SPRING RATE. THAT'S WHERE THE DUAL RATE KIT COMES INTO PLAY. THIS SLIDER TRAVELS UP AND DOWN THE COIL OVER SHOCK AS THE SPRINGS EXTEND AND COMPRESS. WHEN IT HITS THIS SLIDER STOP THAT YOU SCREW ONTO THE COIL OVER IT INSTANTLY LOCKS OUT THE UPPER SPRING FROM THAT SPRING RATE EQUATION. ALL THE SPRING WORK IS BEING DONE BY THE LOWER MAIN SPRING. IT INSTANTLY CHANGES THE SPRING RATE IN THIS FRONT END FROM 93.75 POUNDS PER INCH TO 250 POUNDS PER INCH, AUTOMATICALLY STIFFENING UP THAT SUSPENSION TO HANDLE THOSE HEAVY HITS. AND BECAUSE IT'S INFINITELY ADJUSTABLE BY MOVING THE SLIDER STOPS UP AND DOWN THE COIL OVER, WE HAVE A FULLY TUNABLE PROGRESSIVE SPRING.
(ANNOUNCER)>> UP NEXT, THE DRIVERS AT THE FIRST ANNUAL GORILLA RUN ARE STRAPPED IN AND READY FOR LIFT OFF!
(IAN)>> WE'RE IN HOT SPRINGS, ARKANSAS, AT THE SUPER LIFT OFF ROAD PARK WHERE GUYS HAVE COME FROM ALL AROUND THE COUNTRY WITH ONE SHOT AT A TRAIL. FASTEST ONE TO THE TOP IS GONNA BE THE WINNER. [ horn sounding ]
(IAN)>> THE WHOLE THING STARTED WHEN OFF ROAD PARKS IN THE SOUTHEAST PUT UP SOME CASH DURING SLOW WEEKENDS TO CHALLENGE LOCAL OFF ROADERS TO BEAT SOME OF THEIR HARDEST TRAILS. IT WAS SIMPLE, FASTEST ONE TO THE TOP WOULD GET THE PAYOUT. IT DIDN'T TAKE LONG BEFORE GUYS WERE BUILDING RIGS JUST TO CASH IN ON THESE CHALLENGES, AND A NEW BREED OF MOTORSPORTS WAS BORN. SOME CALL IT HILL CLIMBING, SOME CALL ROCK BOUNCING, BUT WHATEVER YOU CALL IT, PUT A PILE OF HORSEPOWER, HUGE TIRES, AND NASTY HILL CLIMBS TOGETHER AND YOU GET A LOT OF FUN.
(RICK)>> IT'S DIFFICULT AT SPEEDS AND THERE'S PLENTY OF OBSTACLES IN IT. AND THEN IT'S ALSO GOOD FOR SPECTATORS. A LOT OF SPECTATORS CAN GET UP THERE AND VIEW IT, AND OUT OF HARMS WAY, AND STILL GET TO SEE A GOOD SHOW. IT'S GONNA TAKE EVERYTHING YOU GOT. IT'S GONNA HAVE TO BE A PERFECT RUN TO TAKE THE MONEY.
(IAN)>> SUPER LIFT OFF ROAD PARK IN HOT SPRINGS, ARKANSAS, HOSTED THE FIRST ANNUAL GORILLA RUN HILL CLIMB, ON A TRAIL NAMED GREG'S ROCKS. NOW WE HAVE NO IDEA WHO GREG IS BUT HE'S GOT SOME SERIOUS STONES. TO GET THE $3,300 DOLLAR PURSE THE DRIVERS USE ANY MEANS NECESSARY.
(KNOX)>> A LOT OF PEOPLE, YOU KNOW, GET IN THERE, JUST HIGH HORSEPOWER AND THEN HIT THE PEDAL. YOU KNOW, SOME PEOPLE WOULD GET REAL TECHNICAL IN PICKING THEIR LINES AND DOING SLOW CRAWLS OVER THE ROCKS AND REALLY NAVIGATING THE TRAILS. SO IT REALLY DEPENDS ON THE STYLE OF THE PERSON AND THE STYLE OF WHEELING THAT THEY DO.
(IAN)>> NO MATTER HOW YOU DRIVE, YOU NEED A HARDCORE RIG TO SURVIVE THIS 500 YARD FULL THROTTLE ASSAULT. ON THE LAST OBSTACLE ON THE COURSE, MIKE WEST TOOK A NASTY FALL. BUT WITH A LITTLE HELP FROM HIS FRIENDS PUTTING HIM BACK ON HIS WHEELS. ( )>> ONE, TWO, THREE!
(IAN)>> AND SOME WORDS OF ENCOURAGEMENT. OKAY, CLOCK'S STILL RUNNING, CLOCK'S STILL RUNNING! MIKE CROSSES THE FINISH LINE.
MAN THAT IS NOT GIVING UP.
(MIKE)>> NEVER!
(IAN)>> I CAN'T BELIEVE YOU FLOBBED IT, HIT IT THREE OR FOUR TIMES, AND KEPT GOING.
(MIKE)>> THAT'S THE WAY WE DO IT.
(IAN)>> I APPRECIATE THAT, THAT WAS ONE HECK OF A SHOW, OH MY GOD! TIM CAMERON BUILT HIS RIDE WITH ONE THING IN MIND, BRINGING HOME THE WIN, BUT SOMETIMES THE ROCKS SAY NOOO!
(TIM)>> I ACTUALLY STARTED OFF TRYING TO WIN, AND THEN GOT TO THE TOP AND GOT HUNG A COUPLE OF TIMES AND KNEW IT WAS OVER, WASN'T GONNA WIN. SO BACKED UP AND HAMMERED, TRY TO PUT ON THE BEST SHOW POSSIBLE.
(IAN)>> THE CROWD LOVED BOBBY TANNER'S ENTHUSIASM. HE FLIPPED HIS RIG... GOT IT UP RIGHT, AND IN LESS THAN THREE SECONDS IT WAS ON ITS ROOF AGAIN. ON HIS THIRD TRY HE FINALLY CLEARED THE OBSTACLE. WITH A WINNER TAKE ALL PAYOUT, EVERYONE WAS GIVING IT THEIR ALL. THERE WERE ROLL OVERS!
BROKEN PARTS!
AND BUGGIES GETTING HUGE AIR! ONLY 18 OUT OF THE 42 COMPETITORS CROSSED THE FINISH LINE WITHIN THE FIVE MINUTE CUT OFF. THE QUICKEST, MARK SIMPSON DID IT IN JUST TWO MINUTES AND 16 SECONDS, MAKING HIM THE ALPHA GORILLA!
(ANNOUNCER)>> TO REALLY GET YOUR SPRINGS ROCKING YOU NEED TO KNOW YOUR RIDE'S SPRUNG WEIGHT. OUR EASY, ACCURATE METHOD UP NEXT.
(IAN)>> SO BY UNDERSTANDING HOW A COIL SPRING WORKS AND HOW BY USING A DUAL RATE KIT WE CAN GET AN ADJUSTABLE PROGRESSIVE SPRING RATE, WE CAN NOW TALK ABOUT HOW TO GO ABOUT CHOOSING THE INITIAL SPRING RATE FOR YOUR PROJECT. IN ORDER TO DO THAT YOU NEED TO UNDERSTAND THE DIFFERENCE BETWEEN SPRUNG AND UNSPRUNG WEIGHT. THE TOTAL WEIGHT OF ANY VEHICLE CAN BE DIVIDED UP INTO TWO DIFFERENT PARTS, SPRUNG WEIGHT AND UNSPRUNG WEIGHT. NOW SPRUNG WEIGHT IS EVERYTHING THAT THE COIL SPRINGS ARE HOLDING UP IN THE AIR. THINGS LIKE THE VEHICLE'S FRAME, BODY, ENGINE, TRANSMISSION, PEOPLE RIDING INSIDE, AND THE COOLER THAT YOU'VE THROWN IN THE BACK. UNSPRUNG WEIGHT IS WHAT THE SPRINGS ARE PUSHING DOWN ON. THINGS LIKE THE TIRES, THE WHEELS, AND THE AXLES. NOW WHEN YOU WANT TO CHOOSE A COIL OVER SPRING YOU WANT TO KNOW YOUR SPRUNG WEIGHT AND YOU WANT TO GET IT FAIRLY EXACT. NOW YOU CAN GUESS YOUR SPRUNG WEIGHT BY SIMPLY TAKING YOUR ENTIRE TRUCK OUT TO A SCRAP YARD OR EVEN A TRUCK STOP. HAVE IT WEIGHED, GET THE TOTAL VEHICLE WEIGHT, THEN JUST DO SOME MATH. FIGURE OUT WHAT YOUR TIRE AND WHEEL WEIGH AND YOUR AXLE WEIGH, THEN SUBTRACT ALL OF THAT FROM THE TOTAL VEHICLE WEIGHT AND IT WILL GET YOU CLOSE TO YOUR SPRUNG WEIGHT. BUT TO GET A GOOD PERFORMING SUSPENSION YOU WANT IDEAL PERFECT NUMBERS KNOWING WHAT EVERY CORNER WEIGHS. THERE'S ONLY ONE WAY TO DO THAT. USING A SET OF SCALES LIKE THESE FROM INTERCOM ALLOW YOU TO NOT ONLY OBTAIN THE TOTAL WEIGHT OF THE VEHICLE, BUT YOU CAN ALSO USE THEM TO CALCULATE UNSPRUNG WEIGHT. WITH THE SCALES ZEROED OUT, THE TRUCK IS WEIGHED. THE TOTAL WEIGHT AS WELL AS THE WEIGHT OF EACH CORNER IS RECORDED. THEN THE LIMIT STRAPS ARE UNBOLTED AND WE RAISE THE RIG UP UNTIL THE SPRINGS UNSEAT FROM THE UPPER LOCK RINGS ON THE SHOCK. THEN THE NEW CORNER WEIGHT IS RECORDED. SO SUBTRACT IT FROM THE PREVIOUS WEIGHT TO GIVE US OUR SPRUNG WEIGHT. NOW THANKS TO THE SCALES WE KNOW EXACTLY HOW MUCH WEIGHT EACH COIL OVER SHOCK HAS TO HOLD UP IN THE AIR FOR EVERY WHEEL. NOW WE CAN DO A LITTLE BIT OF MATH. NOW THE BEST THING HERE IS TO JUST START PLUGGING IN SOME SPRING RATE NUMBERS AND SEE WHAT HAPPENS. AS AN EXAMPLE ON THE BACK OF THIS TRUCK, WE HAVE A 100 OVER 150 POUND 14 INCH TALL COIL OVER SPRINGS BECAUSE IT'S A 14 INCH TRAVEL SHOCK. NOW WHEN WE DO THE MATH ON THAT COMBINED SPRING RATE IT COMES OUT AT 60 POUNDS PER INCH. THAT MEANS FOR EVERY 60 POUNDS WORTH OF FORCE IT'LL COMPRESS THE SPRING ONE INCH. WE HAVE TO HOLD UP 537 POUNDS, BUT DIVIDE 537 BY 60 AND WE COME IN RIGHT AROUND NINE INCHES. THAT MEANS THIS ENTIRE SPRING STACK WILL COMPRESS NINE INCHES TOTAL ONCE THE VEHICLE WEIGHT IS PLACED ON TOP OF IT. AND FOR US THAT IS PERFECT. IT'S A 14 INCH LONG COIL OVER, 14 INCHES OF SHAFT STICKING OUT OF THE BOTTOM. COMPRESS IT NINE INCHES AND IT LEAVES US WITH FIVE INCHES OF SHOCK SHAFT EXPOSED OR FIVE INCHES OF UP TRAVEL WITH THE SUSPENSION. NOW THAT WILL WORK PERFECTLY FOR A GOOD ROCK CRAWLER. NOW YOU'RE NEVER GONNA GET IT PERFECT RIGHT OUT OF THE BOX WITH JUST THE MATH BECAUSE THERE'S SOME OTHER ISSUES AT PLAY HERE. THE ANGLE OF THE COIL OVER, THE WAY IT LEANS FORWARD AS WELL AS IN, ALSO CHANGES THE EFFECT THAT THOSE SPRINGS HAVE ON THE SUSPENSION. BUT AT LEAST NOW YOU HAVE A PERFECT BASELINE NUMBER TO WORK FROM AND THEN YOU CAN TUNE FROM THERE.
(IAN)>> WHEN IT COMES TIME TO TUNE ON YOUR COIL OVER SUSPENSION SYSTEM, YOU CAN DO A LOT JUST WORKING WITH THE SPRINGS. YOU GUYS REMEMBER ON OUR BUGGY WE HAVE TWO 14 INCH TALL SPRINGS STACKED ON TOP OF EACH OTHER, BUT THERE'S NO HARD AND FAST RULE THAT SAYS THAT'S WHAT YOU HAVE TO DO. IF YOU LOOK AT THESE FOUR SPRINGS ON THE TABLE THEY MAY LOOK COMPLETELY DIFFERENT BUT THEY ALL SHARE THE EXACT SAME 300 POUND PER INCH SPRING RATE. IF YOU HAVE A VEHICLE, LIKE MAYBE A JEEP TJ, RUNNING A SHORTER COIL OVER IN THE REAR, MAYBE 10 OR POSSIBLY 12 INCHES OF STROKE MAX. NORMALLY YOU'LL FIND THOSE WITH ONE LARGE MAIN SPRING SUPPORTING THE VEHICLE WEIGHT. THAT'LL WORK GREAT FOR ROCK CRAWLER BUT WHAT HAPPENS WHEN YOU WANT TO PICK UP A LITTLE BIT OF SPEED, SOFTEN UP THAT INITIAL AXLE MOVEMENT? WELL THE ANSWER'S SIMPLE. JUST SWAP OUT THAT LONG MAIN SPRING FOR ONE THAT'S JUST A LITTLE BIT SHORTER. ADD A DUAL RATE KIT, AND THEN PUT A SHORT SPRING ON THE TOP THAT HAS THE EXACT SAME SPRING RATE AS THE BOTTOM. IF YOU GUYS REMEMBER, WHEN YOU STACK THESE THINGS ON TOP OF EACH OTHER, IT'S GONNA DROP THAT INITIAL RATE, LOOSEN UP THAT AXLE DURING ITS FIRST POINT OF MOVEMENT. BUT THE NICE THING IS THESE SMALL SPRINGS ARE DESIGNED A LITTLE BIT DIFFERENTLY. YOU CAN SEE THEY'RE GROUND FLAT. THAT MEANS THAT WHEN IT GOES INTO COIL BIND THE SIDES OF THE SPRING WILL ACTUALLY TOUCH EACH OTHER. NOW COIL BIND HAS THE SAME EFFECT IN THE SYSTEM AS THE DUAL RATE SLIDERS, ELIMINATING THAT UPPER SPRING AND GETTING YOU BACK TO THAT HEAVY SPRING WEIGHT ON THE BOTTOM SO THE JEEP WILL WORK GREAT WHEN YOU'RE CRAWLING.
(CHRIS)>> THE UPPER SPRING STOPS CAN BE ADJUSTED TO CHANGE THE RIDE HEIGHT OF YOUR RIG. IF IT'S SITTING TOO LOW, ALL YOU HAVE TO DO IS UNLOAD THE SUSPENSION, MAKE YOUR ADJUSTMENTS, THEN LOWER THE WEIGHT OF THE VEHICLE BACK DOWN ON THE SPRINGS.
(IAN)>> BUT NOTHING IS GONNA CHANGE HOW THE SUSPENSION REACTS MORE THAN CHANGING THE LOCATION OF THE DUAL RATE SLIDER STOP. WHEN WE FIRST TOOK THIS RIG OUT ON THE TRAIL WE FELT THAT THE REAR AXLE WAS JUST A LITTLE BIT LOOSE. SO TO SOLVE THAT WE'RE GONNA MAKE AN ADJUSTMENT. I'M GONNA MOVE THE SLIDER STOPS DOWN THE SHOCK BODY ABOUT ONE INCH. THAT WILL ENGAGE THE SLIDER SOONER AND PUT THE ENTIRE VEHICLE'S WEIGHT ON THE HEAVIER MAIN SPRING BELOW. THEN WE'LL TAKE IT FOR A TEST DRIVE. IF IT'S STILL TOO LOOSE WE'LL ADJUST IT DOWN A LITTLE BIT MORE. IF WE EVER GET TO THE POINT WHERE THE SLIDER IS RESTING DIRECTLY ON THE STOP, THAT'S WHERE WE HAVE A PROBLEM. WE'VE BASICALLY REMOVED THE UPPER SPRING FROM THE ENTIRE EQUATION. WE'RE JUST DRIVING AROUND ON THE LOWER. WE NEED TO DO A SPRING CHANGE. WE'LL BLOW THE SHOCK OFF AND SWAP SOME SPRINGS. NOW YOU CAN SWAP EITHER THE UPPER OR THE LOWER TO A HEAVIER RATE, THEN START THE TEST DRIVE ALL OVER AGAIN. BUT THAT'S WHAT SUSPENSION TUNING IS ALL ABOUT, JUST TRIAL AND ERROR. SPEND SOME TIME OUT IN THE DIRT DRIVING YOUR BUGGY, MAKE SOME ADJUSTMENTS, SWAP ON SOME DIFFERENT SPRINGS, AND GET YOUR RIG WORKING RIGHT FOR YOU. FOR DETAILS ON ANY OF THE PRODUCTS SEEN IN TODAY'S EPISODE HEAD ON OVER TO POWERBLOCK TV DOT COM.
Show Full Transcript
(IAN)>> TODAY WE'RE GONNA TAKE IN DEPTH LOOK AT A PART THAT MAY SEEM INCREDIBLY SIMPLE BUT IT'S ACTUALLY ONE OF THE MOST COMPLICATED ONES YOU'LL FIND ON A GOOD ROCK CRAWLER. IT'S THE DIFFERENCE BETWEEN A RIG THAT WORKS WELL AND A RIG THAT DOESN'T WORK AT ALL. IT'S FULLY TUNABLE AND THE BEST PART IS IS THAT TUNING TAKES ONLY MINUTES TO ACCOMPLISH. THE PART I'M TALKING ABOUT IS A COIL OVER SPRING.
(CHRIS)>> COIL SPRINGS COME IN MANY DIFFERENT SHAPES AND SIZES, AND KNOWING HOW THEY WORK CAN HELP YOU CHOSE THE RIGHT SPRINGS FOR YOUR PROJECT.
(IAN)>> THE FIRST STEP IN UNDERSTANDING HOW A COIL SPRING WORKS IS TO HAVE A LOOK AT THE DIFFERENT PARTS OF THE SPRING. YEAH, YOU MAY THINK OF A COIL SPRING AS JUST ONE PART, BUT THERE'S FOUR KEY ITEMS THAT WILL CHANGE HOW THAT SPRING REACTS INSIDE YOUR SUSPENSION SYSTEM. NOW COIL SPRINGS ARE RATED WITH WHAT'S CALLED A SPRING RATE, AND THIS 16 INCH TALL SPRING CARRIES A 250 POUND PER INCH RATING. THAT MEANS IT'S GONNA TAKE 250 POUNDS TO COMPRESS THIS SPRING ONE INCH. NOW ONE OF THE FOUR THINGS THAT CAN CHANGE STARTS WITH THE MATERIAL THAT THIS SPRING IS MADE OUT OF. SPRINGS ARE MADE BY TAKING THE SPRING WIRE AND RUNNING IT THROUGH A MACHINE AND BASICALLY TWISTING IT INTO THE COIL SPRING SHAPE. IF YOU CHANGE THE MATERIAL THAT YOU MAKE THE SPRING OUT OF IT WILL CHANGE THAT RATE. THAT'S WHY WHEN YOU GET SPRINGS FROM DIFFERENT MANUFACTURERS THEY'LL HAVE THE SAME RATE BUT MAY LOOK SLIGHTLY DIFFERENT. NOW THE SECOND THING IS THE THICKNESS OF THAT SPRING WIRE. OBVIOUSLY A THICKER SPRING WIRE WILL RAISE THE RATE AND A THINNER SPRING WIRE WILL DROP THAT RATE BACK DOWN. NOW THE THIRD THING IS THE NUMBER OF WRAPS PER INCH OR THE NUMBER TIMES THE COIL SPRING ACTUALLY COILS. YOU CAN SEE WITH THESE TWO SPRINGS SITTING SIDE BY SIDE THIS 800 POUND SPRING, YES IT'S MADE OUT OF THICKER WIRE, BUT IT ALSO HAS MORE WRAPS PER INCH. THEY'RE CLOSER TOGETHER, THAT'S WHY IT CAN HOLD UP MORE WEIGHT. NOW THE LAST THING IS THE ACTUAL PHYSICAL SIZE OF THE SPRING. YOU CAN SEE THAT THIS THREE INCH SPRING IS A LOT BIGGER AROUND THAN THIS TWO AND A HALF. NOW MOST OF THE TIME PEOPLE JUST THINK THAT THEY'RE DIFFERENT SIZES TO FIT AROUND DIFFERENT COIL OVER SHOCKS, BUT THE LARGER SPRING WILL ACTUALLY BE ABLE TO HOLD UP MORE WEIGHT. THAT'S WHY YOU SEE IT USED IN EXTREMELY HEAVY VEHICLE APPLICATIONS. NOW THE ONE THING THAT IS CONSTANT ABOUT BOTH OF THESE SPRINGS IS THAT THEY HOLD WHAT'S CALLED A LINEAR SPRING RATE. THAT MEANS THAT THE SPRING RATE DOESN'T CHANGE WHETHER THE SPRING IS COMPRESSED AN INCH OR COMPRESSED ALL THE WAY TO ITS FULL COMPRESSION. NOW THAT'S NOT A BAD THING. IT MEANS THAT IT'S ALWAYS GOING TO DO THE SAME TYPE OF MOVEMENT, BUT WHAT DO YOU DO IF YOU WANT YOUR SUSPENSION TO ACT A LITTLE BIT DIFFERENTLY? WELL, AUTOMOTIVE MANUFACTURERS USE WHAT'S CALLED A PROGRESSIVE SPRING RATE. THEY'LL TAKE A COIL SPRING LIKE THIS AND RUN WITH A STANDARD NUMBER OF SPRING WRAPS AT THE BOTTOM. THEN THEY'LL CHANGE IT AT THE TOP. THEY'LL BRING IT IN A LITTLE BIT NARROWER, MAYBE ADD A COUPLE OF EXTRA WRAPS. THAT MEANS THE COIL SPRING ACTS DIFFERENTLY WHEN THE TIRE IS ABOUT TO FULLY COMPRESS. THE SPRING WILL GET A LITTLE BIT STIFFER. NOW THAT'S EASY FOR A MANUFACTURER TO DO. THEY HAVE UNLIMITED BUDGETS AND ENGINEERS THAT CAN SPEND A YEAR DESIGNING ONE SPRING. WHAT DO YOU DO IF YOU WANT THAT BENEFIT IN A SET OF COIL OVERS? WELL YOU NEED A DUAL RATE KIT. WHENEVER YOU GUYS SEE US INSTALL A SET OF COIL OVERS HERE AT XTREME, YOU'LL SEE US SLIP ON TWO DIFFERENT COIL SPRINGS, USUALLY OF TWO DIFFERENT SPRING RATES. NOW THE UPPER SPRING WILL BE THE LIGHTER OF THE TWO RATES AND IT IS CALLED THE TENDER SPRING. THE LOWER, HEAVIER SPRING IS REFERRED TO AS THE MAIN SPRING. AND THIS IS THE FIRST STEP IN CREATING A PROGRESSIVE SPRING RATE BY USING TWO LINEAR SPRINGS. BY STACKING THESE SPRINGS ON TOP OF EACH OTHER WE'VE CHANGED THE ENTIRE SPRING RATE OF THE PACKAGE. NOW TO CALCULATE THAT NEW SPRING RATE WE USE A SIMPLE MATHEMATICAL EQUATION. WE TOOK THE WEIGHT OF THE LOWER SPRING AND MULTIPLY IT BY THE WEIGHT OF THE UPPER, AND THEN DIVIDE IT BY THE TOTAL OF THE TWO SPRING RATES ADDED TOGETHER. SO IN THIS CASE WE HAVE A 250 POUND MAIN MULTIPLIED BY A 150 POUND TENDER, DIVIDE THOSE 400 AND WE GET A NEW SPRING RATE OF 93.75 POUNDS PER INCH. NOW THAT SOFT INITIAL SPRING RATE IS GREAT. IT ALLOWS THE VEHICLE TO EASILY SOAK UP BUMPS WHEN YOU'RE TRAVELLING AT A HIGH RATE SPEED. THE AXLE FEELS WHAT WE CALL ALIVE UNDERNEATH THE TRUCK. BUT WHAT HAPPENS WHEN YOU HIT THAT ONE BIG BUMP. OR WORSE THE VEHICLE BECOMES AIR BORN AND IT'S GONNA LAND WITH THE WHOLE WEIGHT OF THE VEHICLE ON THE SPRING? YOU NEED A STIFFER SPRING RATE. THAT'S WHERE THE DUAL RATE KIT COMES INTO PLAY. THIS SLIDER TRAVELS UP AND DOWN THE COIL OVER SHOCK AS THE SPRINGS EXTEND AND COMPRESS. WHEN IT HITS THIS SLIDER STOP THAT YOU SCREW ONTO THE COIL OVER IT INSTANTLY LOCKS OUT THE UPPER SPRING FROM THAT SPRING RATE EQUATION. ALL THE SPRING WORK IS BEING DONE BY THE LOWER MAIN SPRING. IT INSTANTLY CHANGES THE SPRING RATE IN THIS FRONT END FROM 93.75 POUNDS PER INCH TO 250 POUNDS PER INCH, AUTOMATICALLY STIFFENING UP THAT SUSPENSION TO HANDLE THOSE HEAVY HITS. AND BECAUSE IT'S INFINITELY ADJUSTABLE BY MOVING THE SLIDER STOPS UP AND DOWN THE COIL OVER, WE HAVE A FULLY TUNABLE PROGRESSIVE SPRING.
(ANNOUNCER)>> UP NEXT, THE DRIVERS AT THE FIRST ANNUAL GORILLA RUN ARE STRAPPED IN AND READY FOR LIFT OFF!
(IAN)>> WE'RE IN HOT SPRINGS, ARKANSAS, AT THE SUPER LIFT OFF ROAD PARK WHERE GUYS HAVE COME FROM ALL AROUND THE COUNTRY WITH ONE SHOT AT A TRAIL. FASTEST ONE TO THE TOP IS GONNA BE THE WINNER. [ horn sounding ]
(IAN)>> THE WHOLE THING STARTED WHEN OFF ROAD PARKS IN THE SOUTHEAST PUT UP SOME CASH DURING SLOW WEEKENDS TO CHALLENGE LOCAL OFF ROADERS TO BEAT SOME OF THEIR HARDEST TRAILS. IT WAS SIMPLE, FASTEST ONE TO THE TOP WOULD GET THE PAYOUT. IT DIDN'T TAKE LONG BEFORE GUYS WERE BUILDING RIGS JUST TO CASH IN ON THESE CHALLENGES, AND A NEW BREED OF MOTORSPORTS WAS BORN. SOME CALL IT HILL CLIMBING, SOME CALL ROCK BOUNCING, BUT WHATEVER YOU CALL IT, PUT A PILE OF HORSEPOWER, HUGE TIRES, AND NASTY HILL CLIMBS TOGETHER AND YOU GET A LOT OF FUN.
(RICK)>> IT'S DIFFICULT AT SPEEDS AND THERE'S PLENTY OF OBSTACLES IN IT. AND THEN IT'S ALSO GOOD FOR SPECTATORS. A LOT OF SPECTATORS CAN GET UP THERE AND VIEW IT, AND OUT OF HARMS WAY, AND STILL GET TO SEE A GOOD SHOW. IT'S GONNA TAKE EVERYTHING YOU GOT. IT'S GONNA HAVE TO BE A PERFECT RUN TO TAKE THE MONEY.
(IAN)>> SUPER LIFT OFF ROAD PARK IN HOT SPRINGS, ARKANSAS, HOSTED THE FIRST ANNUAL GORILLA RUN HILL CLIMB, ON A TRAIL NAMED GREG'S ROCKS. NOW WE HAVE NO IDEA WHO GREG IS BUT HE'S GOT SOME SERIOUS STONES. TO GET THE $3,300 DOLLAR PURSE THE DRIVERS USE ANY MEANS NECESSARY.
(KNOX)>> A LOT OF PEOPLE, YOU KNOW, GET IN THERE, JUST HIGH HORSEPOWER AND THEN HIT THE PEDAL. YOU KNOW, SOME PEOPLE WOULD GET REAL TECHNICAL IN PICKING THEIR LINES AND DOING SLOW CRAWLS OVER THE ROCKS AND REALLY NAVIGATING THE TRAILS. SO IT REALLY DEPENDS ON THE STYLE OF THE PERSON AND THE STYLE OF WHEELING THAT THEY DO.
(IAN)>> NO MATTER HOW YOU DRIVE, YOU NEED A HARDCORE RIG TO SURVIVE THIS 500 YARD FULL THROTTLE ASSAULT. ON THE LAST OBSTACLE ON THE COURSE, MIKE WEST TOOK A NASTY FALL. BUT WITH A LITTLE HELP FROM HIS FRIENDS PUTTING HIM BACK ON HIS WHEELS. ( )>> ONE, TWO, THREE!
(IAN)>> AND SOME WORDS OF ENCOURAGEMENT. OKAY, CLOCK'S STILL RUNNING, CLOCK'S STILL RUNNING! MIKE CROSSES THE FINISH LINE.
MAN THAT IS NOT GIVING UP.
(MIKE)>> NEVER!
(IAN)>> I CAN'T BELIEVE YOU FLOBBED IT, HIT IT THREE OR FOUR TIMES, AND KEPT GOING.
(MIKE)>> THAT'S THE WAY WE DO IT.
(IAN)>> I APPRECIATE THAT, THAT WAS ONE HECK OF A SHOW, OH MY GOD! TIM CAMERON BUILT HIS RIDE WITH ONE THING IN MIND, BRINGING HOME THE WIN, BUT SOMETIMES THE ROCKS SAY NOOO!
(TIM)>> I ACTUALLY STARTED OFF TRYING TO WIN, AND THEN GOT TO THE TOP AND GOT HUNG A COUPLE OF TIMES AND KNEW IT WAS OVER, WASN'T GONNA WIN. SO BACKED UP AND HAMMERED, TRY TO PUT ON THE BEST SHOW POSSIBLE.
(IAN)>> THE CROWD LOVED BOBBY TANNER'S ENTHUSIASM. HE FLIPPED HIS RIG... GOT IT UP RIGHT, AND IN LESS THAN THREE SECONDS IT WAS ON ITS ROOF AGAIN. ON HIS THIRD TRY HE FINALLY CLEARED THE OBSTACLE. WITH A WINNER TAKE ALL PAYOUT, EVERYONE WAS GIVING IT THEIR ALL. THERE WERE ROLL OVERS!
BROKEN PARTS!
AND BUGGIES GETTING HUGE AIR! ONLY 18 OUT OF THE 42 COMPETITORS CROSSED THE FINISH LINE WITHIN THE FIVE MINUTE CUT OFF. THE QUICKEST, MARK SIMPSON DID IT IN JUST TWO MINUTES AND 16 SECONDS, MAKING HIM THE ALPHA GORILLA!
(ANNOUNCER)>> TO REALLY GET YOUR SPRINGS ROCKING YOU NEED TO KNOW YOUR RIDE'S SPRUNG WEIGHT. OUR EASY, ACCURATE METHOD UP NEXT.
(IAN)>> SO BY UNDERSTANDING HOW A COIL SPRING WORKS AND HOW BY USING A DUAL RATE KIT WE CAN GET AN ADJUSTABLE PROGRESSIVE SPRING RATE, WE CAN NOW TALK ABOUT HOW TO GO ABOUT CHOOSING THE INITIAL SPRING RATE FOR YOUR PROJECT. IN ORDER TO DO THAT YOU NEED TO UNDERSTAND THE DIFFERENCE BETWEEN SPRUNG AND UNSPRUNG WEIGHT. THE TOTAL WEIGHT OF ANY VEHICLE CAN BE DIVIDED UP INTO TWO DIFFERENT PARTS, SPRUNG WEIGHT AND UNSPRUNG WEIGHT. NOW SPRUNG WEIGHT IS EVERYTHING THAT THE COIL SPRINGS ARE HOLDING UP IN THE AIR. THINGS LIKE THE VEHICLE'S FRAME, BODY, ENGINE, TRANSMISSION, PEOPLE RIDING INSIDE, AND THE COOLER THAT YOU'VE THROWN IN THE BACK. UNSPRUNG WEIGHT IS WHAT THE SPRINGS ARE PUSHING DOWN ON. THINGS LIKE THE TIRES, THE WHEELS, AND THE AXLES. NOW WHEN YOU WANT TO CHOOSE A COIL OVER SPRING YOU WANT TO KNOW YOUR SPRUNG WEIGHT AND YOU WANT TO GET IT FAIRLY EXACT. NOW YOU CAN GUESS YOUR SPRUNG WEIGHT BY SIMPLY TAKING YOUR ENTIRE TRUCK OUT TO A SCRAP YARD OR EVEN A TRUCK STOP. HAVE IT WEIGHED, GET THE TOTAL VEHICLE WEIGHT, THEN JUST DO SOME MATH. FIGURE OUT WHAT YOUR TIRE AND WHEEL WEIGH AND YOUR AXLE WEIGH, THEN SUBTRACT ALL OF THAT FROM THE TOTAL VEHICLE WEIGHT AND IT WILL GET YOU CLOSE TO YOUR SPRUNG WEIGHT. BUT TO GET A GOOD PERFORMING SUSPENSION YOU WANT IDEAL PERFECT NUMBERS KNOWING WHAT EVERY CORNER WEIGHS. THERE'S ONLY ONE WAY TO DO THAT. USING A SET OF SCALES LIKE THESE FROM INTERCOM ALLOW YOU TO NOT ONLY OBTAIN THE TOTAL WEIGHT OF THE VEHICLE, BUT YOU CAN ALSO USE THEM TO CALCULATE UNSPRUNG WEIGHT. WITH THE SCALES ZEROED OUT, THE TRUCK IS WEIGHED. THE TOTAL WEIGHT AS WELL AS THE WEIGHT OF EACH CORNER IS RECORDED. THEN THE LIMIT STRAPS ARE UNBOLTED AND WE RAISE THE RIG UP UNTIL THE SPRINGS UNSEAT FROM THE UPPER LOCK RINGS ON THE SHOCK. THEN THE NEW CORNER WEIGHT IS RECORDED. SO SUBTRACT IT FROM THE PREVIOUS WEIGHT TO GIVE US OUR SPRUNG WEIGHT. NOW THANKS TO THE SCALES WE KNOW EXACTLY HOW MUCH WEIGHT EACH COIL OVER SHOCK HAS TO HOLD UP IN THE AIR FOR EVERY WHEEL. NOW WE CAN DO A LITTLE BIT OF MATH. NOW THE BEST THING HERE IS TO JUST START PLUGGING IN SOME SPRING RATE NUMBERS AND SEE WHAT HAPPENS. AS AN EXAMPLE ON THE BACK OF THIS TRUCK, WE HAVE A 100 OVER 150 POUND 14 INCH TALL COIL OVER SPRINGS BECAUSE IT'S A 14 INCH TRAVEL SHOCK. NOW WHEN WE DO THE MATH ON THAT COMBINED SPRING RATE IT COMES OUT AT 60 POUNDS PER INCH. THAT MEANS FOR EVERY 60 POUNDS WORTH OF FORCE IT'LL COMPRESS THE SPRING ONE INCH. WE HAVE TO HOLD UP 537 POUNDS, BUT DIVIDE 537 BY 60 AND WE COME IN RIGHT AROUND NINE INCHES. THAT MEANS THIS ENTIRE SPRING STACK WILL COMPRESS NINE INCHES TOTAL ONCE THE VEHICLE WEIGHT IS PLACED ON TOP OF IT. AND FOR US THAT IS PERFECT. IT'S A 14 INCH LONG COIL OVER, 14 INCHES OF SHAFT STICKING OUT OF THE BOTTOM. COMPRESS IT NINE INCHES AND IT LEAVES US WITH FIVE INCHES OF SHOCK SHAFT EXPOSED OR FIVE INCHES OF UP TRAVEL WITH THE SUSPENSION. NOW THAT WILL WORK PERFECTLY FOR A GOOD ROCK CRAWLER. NOW YOU'RE NEVER GONNA GET IT PERFECT RIGHT OUT OF THE BOX WITH JUST THE MATH BECAUSE THERE'S SOME OTHER ISSUES AT PLAY HERE. THE ANGLE OF THE COIL OVER, THE WAY IT LEANS FORWARD AS WELL AS IN, ALSO CHANGES THE EFFECT THAT THOSE SPRINGS HAVE ON THE SUSPENSION. BUT AT LEAST NOW YOU HAVE A PERFECT BASELINE NUMBER TO WORK FROM AND THEN YOU CAN TUNE FROM THERE.
(IAN)>> WHEN IT COMES TIME TO TUNE ON YOUR COIL OVER SUSPENSION SYSTEM, YOU CAN DO A LOT JUST WORKING WITH THE SPRINGS. YOU GUYS REMEMBER ON OUR BUGGY WE HAVE TWO 14 INCH TALL SPRINGS STACKED ON TOP OF EACH OTHER, BUT THERE'S NO HARD AND FAST RULE THAT SAYS THAT'S WHAT YOU HAVE TO DO. IF YOU LOOK AT THESE FOUR SPRINGS ON THE TABLE THEY MAY LOOK COMPLETELY DIFFERENT BUT THEY ALL SHARE THE EXACT SAME 300 POUND PER INCH SPRING RATE. IF YOU HAVE A VEHICLE, LIKE MAYBE A JEEP TJ, RUNNING A SHORTER COIL OVER IN THE REAR, MAYBE 10 OR POSSIBLY 12 INCHES OF STROKE MAX. NORMALLY YOU'LL FIND THOSE WITH ONE LARGE MAIN SPRING SUPPORTING THE VEHICLE WEIGHT. THAT'LL WORK GREAT FOR ROCK CRAWLER BUT WHAT HAPPENS WHEN YOU WANT TO PICK UP A LITTLE BIT OF SPEED, SOFTEN UP THAT INITIAL AXLE MOVEMENT? WELL THE ANSWER'S SIMPLE. JUST SWAP OUT THAT LONG MAIN SPRING FOR ONE THAT'S JUST A LITTLE BIT SHORTER. ADD A DUAL RATE KIT, AND THEN PUT A SHORT SPRING ON THE TOP THAT HAS THE EXACT SAME SPRING RATE AS THE BOTTOM. IF YOU GUYS REMEMBER, WHEN YOU STACK THESE THINGS ON TOP OF EACH OTHER, IT'S GONNA DROP THAT INITIAL RATE, LOOSEN UP THAT AXLE DURING ITS FIRST POINT OF MOVEMENT. BUT THE NICE THING IS THESE SMALL SPRINGS ARE DESIGNED A LITTLE BIT DIFFERENTLY. YOU CAN SEE THEY'RE GROUND FLAT. THAT MEANS THAT WHEN IT GOES INTO COIL BIND THE SIDES OF THE SPRING WILL ACTUALLY TOUCH EACH OTHER. NOW COIL BIND HAS THE SAME EFFECT IN THE SYSTEM AS THE DUAL RATE SLIDERS, ELIMINATING THAT UPPER SPRING AND GETTING YOU BACK TO THAT HEAVY SPRING WEIGHT ON THE BOTTOM SO THE JEEP WILL WORK GREAT WHEN YOU'RE CRAWLING.
(CHRIS)>> THE UPPER SPRING STOPS CAN BE ADJUSTED TO CHANGE THE RIDE HEIGHT OF YOUR RIG. IF IT'S SITTING TOO LOW, ALL YOU HAVE TO DO IS UNLOAD THE SUSPENSION, MAKE YOUR ADJUSTMENTS, THEN LOWER THE WEIGHT OF THE VEHICLE BACK DOWN ON THE SPRINGS.
(IAN)>> BUT NOTHING IS GONNA CHANGE HOW THE SUSPENSION REACTS MORE THAN CHANGING THE LOCATION OF THE DUAL RATE SLIDER STOP. WHEN WE FIRST TOOK THIS RIG OUT ON THE TRAIL WE FELT THAT THE REAR AXLE WAS JUST A LITTLE BIT LOOSE. SO TO SOLVE THAT WE'RE GONNA MAKE AN ADJUSTMENT. I'M GONNA MOVE THE SLIDER STOPS DOWN THE SHOCK BODY ABOUT ONE INCH. THAT WILL ENGAGE THE SLIDER SOONER AND PUT THE ENTIRE VEHICLE'S WEIGHT ON THE HEAVIER MAIN SPRING BELOW. THEN WE'LL TAKE IT FOR A TEST DRIVE. IF IT'S STILL TOO LOOSE WE'LL ADJUST IT DOWN A LITTLE BIT MORE. IF WE EVER GET TO THE POINT WHERE THE SLIDER IS RESTING DIRECTLY ON THE STOP, THAT'S WHERE WE HAVE A PROBLEM. WE'VE BASICALLY REMOVED THE UPPER SPRING FROM THE ENTIRE EQUATION. WE'RE JUST DRIVING AROUND ON THE LOWER. WE NEED TO DO A SPRING CHANGE. WE'LL BLOW THE SHOCK OFF AND SWAP SOME SPRINGS. NOW YOU CAN SWAP EITHER THE UPPER OR THE LOWER TO A HEAVIER RATE, THEN START THE TEST DRIVE ALL OVER AGAIN. BUT THAT'S WHAT SUSPENSION TUNING IS ALL ABOUT, JUST TRIAL AND ERROR. SPEND SOME TIME OUT IN THE DIRT DRIVING YOUR BUGGY, MAKE SOME ADJUSTMENTS, SWAP ON SOME DIFFERENT SPRINGS, AND GET YOUR RIG WORKING RIGHT FOR YOU. FOR DETAILS ON ANY OF THE PRODUCTS SEEN IN TODAY'S EPISODE HEAD ON OVER TO POWERBLOCK TV DOT COM.
