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Old 08-12-2021, 11:58 PM #16
Chrisw023 Chrisw023 is offline
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I would buy one but I kind of like the bold bright in your face colors on vehicles.
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Old 08-13-2021, 10:20 AM #17
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Quote:
Originally Posted by Blackwatch View Post
I'm thinking of getting an 22 off-road premium with KDSS then adding FN FX pro style wheels to bring the wheels out a bit. I'm not an off road driver, I'm looking for a body on frame super reliable vehicle that will last a long time. The roads on the east coast of Canada are not great so having a vehicle that floats over the bumps like a '77 Cadillac is what I'm going for.
Depends on perspective but you aren't gonna get that from a ORP, not with stock suspension. It's perfectly good, but it's not that smooth. A stock PRO with Fox suspension will be better at that, so long as you leave it stock.
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Old 08-13-2021, 03:15 PM #18
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Quote:
Originally Posted by ahtoxa11 View Post
I would argue that there's a contradiction in your statement. Pivot points have a huge effect on suspension performance. Let's use LCA as example. Let's assume that when stock it's completely parallel to the road - 0*. As the suspension hits a bump, the LCA pivots. All of the force goes into the picot and little goes laterally through the length of the LCA. Let's use an extreme example and say that the LCA after lift is at 45*. When you hit a bump, some of that force is now transferred along the length of LCA to "push" into where it's mounted. An even more extreme example is where the LCA is completely perpendicular to the road and hitting a bump doesn't pivot it any more and all of the force is transferred along it's length rather than through its swing. Effectively, the load and force on the suspension changes when pivots are changed, and aftermarket springs and shocks (good ones) factor this in and design shocks and springs to better absorb/compensate. Of course, it's not perfect, for a major geometry change in one area effectively requires changes elsewhere - this is again why UCAs are recommended past certain lift height, and it's not for caster alone.

I would say the above is the main reason why many look down on spacers -- and for good reason -- the stock suspension just can't compensate for the geometry change and the ride becomes worse.
I should have elaborated but I wasn't wanting to derail from the topic too much. Real quick...
People look down on spacers because they don't accept them for what they are. Clear and simple, spacers are not springs.
I agree with most of what you said though and that yes, any changes to geometry affect handling. However, geometry changes are not always an immediate con though.
Taller springs change the geometry as much as spacers. Plus spacers can be installed above the coil or above the mount. Both have different effects.
I'm just saying that depending on the application, spacers don't necessarily diminish the ride quality.

If you buy a Pro, the only way of keeping the Pro suspension and raising the vehicle is by adding a spacer above the mount (from my understanding). Your geometry then changes but not more than it would if you added an equivalent calibrated spring with the additional height. Someone with a Pro, please correct me if I'm wrong or simply ignore and continue with the OP's thread.
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