jwest
Full Access Member
Thus, at the end of the string of changes, you have a truck somewhere between factory "normal" and factory "offroad" height. Air strut pressure somewhere between factory "normal" and factory "access" pressures. Suspension geometry somewhere between factory "normal" and factory "offroad" settings.
actually not quite. after strut spacers and iidtool to "tight tolerence" the fender to hub 515 525 which are the +50 like you wrote, you end up with nothing "in between" but it being pretty much right at factory off road height. the only difference may be that factory orh may be more lift in the rear vs front whereas this bumps it up equal 50 front and rear.
air pressure should actually be EXACTLY factory normal height seeing as the struts were set to exactly that length. 465 + 50, 485+50. make sense?
I can confirm that the butt meter over several highway speed dips n such give the same suspension travel and feel. this spot on hwy 18 near black diamond is perfect. you come through a pavement transition to a bridge and there's this huge swath that dips. if you had a small car with weak springs, you'd probably get a little smack on bump stops at 70 mph. with the weight of my lr3, the dip is the perfect length and dept to give a full vehicle body woosh down then compression at end of dip.
i tested that spot with various llams +/- to see if i could get away with no strut spacers way back. it's amazing what +/- 1" will feel like, it's quite dramatic actually. the ride now with spacers but +2" pushed back in via shorter rods is perfect. also now the 34" tire does not make a huge grind against inside of fender liner on that dip and also shown by slow movement on my street i've tested the strut spacers allow rolling along on bump stops without grinding either. That was the main purpose for the strut spacer.