[ADDraptor1980]

ADD Suspension Parts Break Down;

Upper Control Arms: 4130 .120 wall, 1" 4130 Uniball, Delrin Upper Control Arm Bushings

Spindle Adaptor: 4142 CF Q&T SR ASTN A434 CL BC (NOT Stainless Steel)

Tie Rod Adaptor: 4340 N&T mil5000 CND E4

Tie Rod: 303 Stainless Steel (way stronger than factory cast)

-The suspension Kit we supply has not been tested with the aftermarket shocks. If in fact the suspension is binding during down travel, then I will simply increase the angle of the uniball on the upper control arms; which in turn will increase the down travel. I do appreciate other shops in the valley doing the research for me. I would have liked the opportunity to have tested the truck personally but was not able too. The customer who owns this truck is a great guy with good character, and I would have liked the opportunity to correct, adjust, and fine tune any issues his truck (has/had). There are different ways of handling things and some people look to stir up the pot. I simply choose to correct and improve on our entire product. Thank you everyone for your concerns and understandings.

 

[ADDraptor1980]

The only reason I started this thread... and the only reason I am still going to respond to this thread is SAFETY!

Here is some more evaluation from an authority in off road suspension engineering....

"Anybody stating that they are getting more travel with a spacer lift is false. The shock is both the bump and droop stop. You only get as much travel as the shaft and motion ratio will allow, it’s just in another range in reference to the chassis (lift). May as well just put a sub frame kit on it at that point.

As for 4142 HT, you can easily outperform an exotic material with just a small dimensional change. Geometry wins over material hands down and that spacer is ****ing scary. The other no-no in both those spacers is pulling a taper into the spindle and then pulling back on it when the other hardware is installed. It’s called an “indeterminate structure” and unless an EXTENSIVE amount of engineering goes into it calculating compressive and tensile deflection in all the parts in the assembly then you’re asking for it. In this case I don’t even need to do the calculations. I can see that to torque the hardware correctly you will soon dislodge the taper just by the fact that the upper nut is larger than the bottom. At that point it’s just a mater of time before the cam loads from the spacer on the spindle work the thing apart.

Factory tie rods are forged not cast….way stronger than 303. 4340 tie rods???? Better be post heat treated after machining. Try taking a file to it, it shouldn’t be able to cut if it was heat treated and what a waste for a tension compression part. And again the same indeterminate structure on the outer."

Thank you for your safety and concerns. Like I stated in the previous post; given the opportunity to diagnose and look at the untested product with the aftermarket shock we will address the issue and work out any details or issues to make sure the product works correctly.