Measuring Motion Ratio is surprisingly simple, but take care, this is the most important measurement because it is used several times in out equations. Take measurements on both sides and average the result. Unsprung weight can be measured by removing shocks from the vehicle and weighing the axles, tires, wheel.
For vehicles with existing coilovers and springs perform the measurements in this article. For coilovers record upper and lower spring rate. Many lift kit coil spring rates are available online, and we have a pretty complete selection as well. In the article it says to measure droop without anything limiting it.
Your email address will not be published. Save my name, email, and website in this browser for the next time I comment. I eventually discovered that these assumed part numbers are not necessarily going to be the correct length for a given application. As a consequence, I installed shocks that were slightly too short, and I was limiting my rear travel by doing so. This results in a possible off-road scenario where the entire weight of one side of your axle with wheels, tires and all is hanging from the tiny weld on your lower shock mount instead of your shackle mounts.
The other problem with this is that a shock that is too short can rob you of precious traction by limiting the flex of your axle. Even an inch or two can make a big difference. On the flip side, an error in calculating the compression of your shocks can be equally as disastrous. A shock that fully compresses before the axle does will run out of room for the piston, and "bottom out", putting the full force of your compressed axle onto the piston assembly.
This can blow a shock in a hurry. Do yourself a favor and remove your old shocks and articulate the suspension in a controlled environment to determine how much compression and extension your particular setup will allow BEFORE you order or buy your shocks. This can be accomplished by parking on a level surface, removing the rear shocks and jacking up one side of your truck until the tire comes off the ground. Make sure the truck is properly jacked and braced for safety.
On a lot of newer vehicles, they have you measure the ride height right through the center line of the tire to the bottom of the fender lip opening. Another good point, which is more accurate, is to measure from the center of the wheel, right to the fender lip opening, because that negates any issues with tire wear or different diameter tires.
On many vehicles with full frames, the manufacturers will have you measure to the bottom of the ball joint and subtract that measurement from the suspension pivot point. As you can see in this simulation, when the springs start to sag, the measurement will get smaller, indicating that the springs need to be replaced.
This type of measurement eliminates any difference due to variance in compression of the body, the frame cushion. Well I like to look at the jounce bumper. So the jounce bumper limits the suspension travel. On strut suspensions, the jounce bumper is located right on the rod of the strut. And it will also crack. It will be smashed and sometimes it will be missing all together.
Another great indicator of a dynamic ride height issue is when the vehicle sits well statically, but when passengers get in the car, it sags dramatically.
And one of the most commonly made mistakes when diagnosing ride height issues … When I measured the ride height of the vehicle, I noticed that the right rear was almost an inch lower than the left rear, and that the right front was lower than the left front. So how do I know if the ride height concern is caused by the front springs or the rear springs?
Well, the proper way to determine that, would be to lift the front of the vehicle by the frame equally. If the rear ride height remains unequal, then we know we have an issue with the rear spring.
If the rear ride height is now level, then we know that the ride height issue is with the front spring.
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