bone collector

Im in the process of looking for new shocks for my truck. Ive been doing some reading on upgraded ifs systems for our trucks. After reading a great article in the latest 4wd Toyota owners mag about the Sonoran Steel truck (AMAZING!!!)
and also looking at coilovers from Blazeland as well as reading other toyota websites. So i read this article on www.wildyoats.com about using ford shock towers on solid axle trucks. Seems like a cheap alternative to using shock towers instead of hoops. The article states that for about 20 bucks a side u can bolt in and weld these stock ford towers to gain about 4.5 inches of shock length and therefore shock travel. My question is this::: where can I find information on shock lengths/travel etc. My guess is f150 shocks will be too stiff for our trucks and possibly too long. And yota shocks will be too short. I know people using bj spacers are running stick suzuki samarai shocks because they are taller with longer travel. im just trying to gain some information. any information or links to do my own research is appreciated

Mdaniels441

On my 95 4runner I went to Www.4wheelonline.com and got a set of 4 rancho RS5000 for $200. Of course mine doesn't have a lift so if you do it might be more but great deals for name brand merchandise

waskillywabbit

iTrader: (-1)

Shock lengths are on manufacturer's websites.

Waste of time on Ford shock towers IMO.

:wabbit2:

bone collector

I trust your opinion but for my own curiosity, care to elaborate why??

TrikeKid

The ford towers aren't that strong on their own, going to require some bracing for hard use and at that point it's easier to just build real hoops.

BlazeN8

Before you go cutting up your ride and welding on Ford shock towers, or other devices, you might consider a few things. First, a little history of what Downey and NWOR was having people do to get longer shocks was to install shock hoops. Back in the day it wasn't just better to go longer but also to double up. Granted the shocks were valved to be doubled up, the advantage was the loads were divided and there was twice as much cooling capacity. The idea is to reduce shock fade. Today this is accomplished with reservoir shocks.

To install the Double Shock Hoops one needed to cut off the upper shock tabs. The hoops would allow a shock with about an 8" travel. There were some complications to the double shock as the second lower mounting bracket needed to be welded onto the LCA. The front shock would hit the steering arm reducing the turning radius. The shocks used a 5/8" bolt to fit into the metric tabs but it was a loose fit. The 5/8" bolt meant the bushings steel inner sleeves for 1/2" bolt came out. Without the inner sleeve the assembly couldn't be tightened down or you would be bending the shock tabs in on themselves. This design also meant buying the shock hoops plus (4) shocks. Add it up and it started to get expensive. Other than that is was a nice design and worked well enough.

BlazeN8

Another approach to get longer shocks was to cut off the upper shock tab and install a shock tower. ProComp offered this shock tower and it could be used for single or double shock. The tower bolted on top of the UCA cross shaft with the three factory bolts. There were problems with this design as well. The lower mounting bolt and tabs from the factory are metric and the shocks to be used didn't match up all that well. The other problem was by mounting the tower on top of the cross shaft it transferred the shock loads off the frame and onto the cross shaft assembly. This was a horrible idea because it would rip the cross shaft bolts right off the frame.



It happened to me in 2003 while pre-running the Baja 250. I had made a shock tower that mounted on top of the cross shaft that allowed me to run a Bilstein 5100 direct bolt in shock for a 4" lifted truck into a non-lifted rig. This configuration allowed a longer shock that was valved for this vehicle but it overloaded the cross shaft. Later I added some out rigger supports that added strength. Then when I went with long travel I needed to lower the tower height. The lower mount moved out increasing the shock angle to the point where the UCA hit the shock with the tall tower design.

BlazeN8

Now on one of my rides I am back to a "mini-shock hoop" which puts the shock tab almost to the same location as the factory spot. Full circle, back to where I started. Just be careful with how you go about building your shock hoops or towers. There is a limited amount of space to run a shock up through the UCA. You need to consider the shock attachment points at the LCA and at the upper points. You may find to get the right fit you'll be cutting off old tabs and replacing with new tabs with the proper bolt size and tab width. By the time your done it will no longer be a $20 Ford Bracket! It will be a whole new geometry with custom fabricated parts. Keep in mind what shocks are available and what those shocks mounting configuration is. Also be selective with the valving you are needing!

bone collector

Thank you N8!! very informative and insightful!! I will be choosing my new shocks carefully

vasinvictor

iTrader: (3)

Very interesting read indeed.