07-23-2019, 04:30 PM
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#1
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Too high of a CV angle after lift install
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07-23-2019, 04:31 PM
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#2
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07-23-2019, 05:25 PM
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#3
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Elite Member
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Join Date: Sep 2005
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you sure your on the no lift setting on the 5100? seems like your on the 2nd clip setting or 3rd from the picture. no preload is all the way down.
also you are running lift springs so that might give you a higher lifted look. im no expert but you dont need both top hat spacer, i think its for driver side only, or dont run it at all.
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07-23-2019, 05:48 PM
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#4
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Join Date: Apr 2017
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Yeah I agree with what Riceandpho said. I would recommend taking off the spacers on each side and checking the clip positions on the 5100s. With it that high you will have major problems with the CV’s and alignment
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07-23-2019, 06:56 PM
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#5
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Clips are definitely on the lowest setting. I'll take the top hat spacers off shortly and come back with pics.
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07-23-2019, 09:23 PM
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#6
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Join Date: Mar 2018
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Top hat with a longer shock AND lift spring=bad. The 5100 is considered an extended travel shock, adding the top spacer is going to cause binding at full droop. If necessary for driver side lean, only use the driver side spacer. Most important thing to check when you are done: before you lower the truck back to the ground, check your wheel spin. Straight, full left, full right. You should be able to spin your wheels.
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2007 SR5 V6 4WD 205k, Titanium Metallic. 5100s, OME 885/895, extended rear links, ST Maxx 255/75 R17 on 17x8s, mud flap delete,TB spacer, Spectre CAI, DRL delete, HCF delete, DAC delete, K&N cabin filter, TPMS bypass, Fog light mod, USB galore, dash cam, LED lights all over, rear bumper lights, cbi ditch light brackets w/lights, atrac off, OBA w/2 gallon tank/hidden hook up, Trailgear welded sliders, Rocksteady skids, custom swing-out, 3⁰, SE hood w/working vent, Sprint booster, JET MAF, Kenwood TM-V71a w/motorized antenna, custom dual battery, custom roof rack/lights, custom TRED mount, external 12v, rear diff breather, pck, Freedom UCAs, custom stereo, Aluminum rad, trans cooler, 240A alternator...for now...
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07-23-2019, 09:32 PM
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#7
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Join Date: Mar 2015
Location: San Diego
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link for this 8 inch lift??
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07-24-2019, 08:17 AM
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#8
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Real Name: Kyle
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Get the diff drop kit and give the coils a few day to settle, it will come down .5-1”.
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07-24-2019, 09:39 AM
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#9
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Location: Maryland
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Wow, that’s a lot of lift for the front, and some recommend a diff drop starting with a 2” lift although it may not be necessary at that point. Looks good though!
I’m not sure the reason but I’ve read the top spacers actually raise the vehicle double the the height that they are. Unless I miss read it and they were talking about spacers that go in with the spring and not on the mount.
I’m not all that experienced and new to the forum and have been gathering info for my own 4th gen. It seems like 3” is the safe max for the front. I guess you’re supposed to go to body mount spacers after that.
I could be wrong, but that’s what I’ve typically seen when reading
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07-24-2019, 09:57 AM
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#10
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looks aggressive for sure. the 886 are pretty beefy for no front weight v6 no?
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07-24-2019, 12:59 PM
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#11
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Too high of a CV angle after lift install
Looked for find were I saw the “double increase” for the front spacer.
Didn’t find it, but found this thread.
How thick is a 2.5" lift spacer?
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07-24-2019, 02:11 PM
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#12
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Actual lift is indeed about 2x the spacer thickness. (Exact value is closer to 1.8x). That's due to the suspension geometry - the amount the wheel moves is 1.8x the amount the spring and shock move. Just a matter of the length of the lever arms. The wheel is 1.8x further out from the LCA pivot vs the shock and spring.
7-8" of lift is a lot. I'm not surprised you have CV problems. Spacers always cause potential CV problems at full droop. Get rid of those first. The OME886's are 2 inches longer than OEM plus 13% stiffer , which gives you about 5" lift at the absolute lowest Bilstein setting. That's about all your suspension linkage and CV's can handle without other special attention.
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2006 Sport Edition, V8, 206K miles, 2.5/1.5" OME lift, SPC adjustable UCA's, 255/75/17 BFG KO2's load range C @ 40psi. Regeared diffs to 4.30, with TrueTrac in rear.
1994 SR5, V6, 5-spd, Aussie locker front, Aisin manual hubs, Truetrac rear, 33/10.50/15 BFG KO's, stock suspension, OBA (Viair 400C), Front Range Offroad twin stick, 225K miles. Dual 2.28 transfer cases, for a 90:1 crawl ratio.
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07-24-2019, 02:39 PM
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#13
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Yep I went down this rabbit hole and started gathering shock extended lengths here. 5100 is one of the long ones that won't accept top hat spacers before binding CV's.
Higher angle inner CV joint options for 4th gens?
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07-24-2019, 05:31 PM
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#14
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Join Date: May 2015
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Real Name: Taylor
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If you are still having issues, swap back in the OEM CV's. I've had issues with non-OEM binding at fool droop. OEM is the only way to go for CV's if you are going with that much lift.
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07-24-2019, 05:43 PM
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#15
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Senior Member
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Quote:
Originally Posted by tay4R
If you are still having issues, swap back in the OEM CV's. I've had issues with non-OEM binding at fool droop. OEM is the only way to go for CV's if you are going with that much lift.
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True, the OEM's seem to have a bit more range than most of the aftermarket stuff. Plus, they're likely stronger as well.
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2006 Sport Edition, V8, 206K miles, 2.5/1.5" OME lift, SPC adjustable UCA's, 255/75/17 BFG KO2's load range C @ 40psi. Regeared diffs to 4.30, with TrueTrac in rear.
1994 SR5, V6, 5-spd, Aussie locker front, Aisin manual hubs, Truetrac rear, 33/10.50/15 BFG KO's, stock suspension, OBA (Viair 400C), Front Range Offroad twin stick, 225K miles. Dual 2.28 transfer cases, for a 90:1 crawl ratio.
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