George_Pimpdaddy
1/2 ton status
explain how you rig that up for your front axle and winch?
CK5
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Articulation overrated?
- Thread starter Mastiff
- Start date
Hossbaby50 said:
This may also be due to the height of the roll axis relative to the vehicle's CG height. A vehicle that isn't carefully set up can have these two values pretty far apart, and the result is that the body wants to "flop around" on top of the suspension.... I've seen a few of these, and they're especially weird looking on a side hill. The suspension is doing it's thing, but the body is really leaning over hard.
BTW - You might as well put a poll on this thread, because I'll bet you that the guys who flex well will tell you it's important, and the guys that don't will tell you that it doesn't matter as much as driver skill!!
mouse
1/2 ton status
Interesting theories!
George_Pimpdaddy said:
I have a steel loop welded to the front of My hydro steer cylinder mount and just run the winch rope down behind the winch and to the loop.
This only really works because I have a buggy that was built from scratch and is not based on a vehicle frame.
The front axle has to be pushed a good amount forward for this to all work.
Burt4x4
1 Ton First Gen
Ya who needs articulation when you have a skinny pedal to push to the floorGreg72 said:This may also be due to the height of the roll axis relative to the vehicle's CG height. A vehicle that isn't carefully set up can have these two values pretty far apart, and the result is that the body wants to "flop around" on top of the suspension.... I've seen a few of these, and they're especially weird looking on a side hill. The suspension is doing it's thing, but the body is really leaning over hard.
BTW - You might as well put a poll on this thread, because I'll bet you that the guys who flex well will tell you it's important, and the guys that don't will tell you that it doesn't matter as much as driver skill!!
When in doubt HAMMER OUT!!!
YYYYYYYEEEEEEEEHHHHHHHHHHHHAAAAAAAAAAAAAAAAAAAAAAA
BranndonC
3/4 ton status
good read, I miss reading things like this on ck5
One more suggestion/ opinion I think that the quality of the flex is more important let me explain. If one end of your truck is doing most of the articulating then you are more prone to roll and even though you have great flex ( on a ramp). I think the goals should be different for every truck. On daul duty rigs, nearly equal wheel travel on the front and rear axles is important, it makes your rig more balanced, if your front can flex over it you know your rear can handle it and vice versa. I also tend to disagree with a trend I see going on, that is limiting uptravel drastically to improve your sidehill ability. Carefully chosen spring rates and tire size and the willingness to really cut the fenders can give you great uptravel, stability, and huge tires we all want. That said if you can't afford a nice lift kit or are stuck with an old one lockers and driver skill can get you pretty far. I have a freind with a ramcharger and (I am not kidding here) about 2" of uptravel and almost that much down. Thats measured at the wheel!!!! He can go almost everywhere I can go (about 8" of up and 14" of down measured at the wheel ) but its way more entertaining to watch him try stuff than me
78Suburban
1/2 ton status
Great Discussion
Wow, this thread is awsome! I love ck5 for this very reason. I've yet to begin to build up my suspension. I am still in the planning stage. I will keep an eye on this thread
thanks,
James
Wow, this thread is awsome! I love ck5 for this very reason. I've yet to begin to build up my suspension. I am still in the planning stage. I will keep an eye on this thread
thanks,
James
78Suburban
1/2 ton status
Everytime I reply to a thread, it kills it 
I have to tell you there is a little more goemetry in it as well. you aare all on the right track for the most part. Travel is important but it is a two sided sword. To little travel/articulation and the wheels come off the ground to early. The articulation should match the tilt over angle of the vehicle. the weight of the axles will lower the center of gravity and hold the body down. to much and the body will roll over easier. to little and it does not sag enough and the CG is higher causing it to roll over easier. It is all based off the "Relative weighted" width of the truck.
It is a basic Physics thing. there is a ton more to it.
It is a basic Physics thing. there is a ton more to it.
skelly1
1/2 ton status
78Suburban said:Everytime I reply to a thread, it kills it
me too
schmuck
1/2 ton status
how much is too little travel, on an rti ramp i scored a 680, but i i play in is the mud and a few trails, so most of what i need is skinny pedal and traction
wildmouse216
1/2 ton status
Holy crap that thing is awesome!!!!
G
goldwing2000
Guest
skidpan said:
I'll agree with that statement.
Pookster
1/2 ton status
cool looking, yes. Useless, totally. The lack of steering and drive train can make just about ANY rig do that. but whats the point, its not useable that way.
Travel is important- Long travel is good to have- But the RTI ramp demonstrates two attributes- the compression ability of one side, and the drooping capability of the other. in the case of SFA trucks, each side is connected to the other, so has a more or less equalizing equation. Or rather, it SHOULD-
The crazy monster pic at top with the heim joints- Shows this particular example well. The maxiumum RTI numbers will be reached- (there is a theoretical max, and that is that the hight of the ramp cannot exceed the overall width of the axle with tire- otherwise, its not on the ground anymore, and doesnt count). Dont know if the numerics match.
Case in point- It is pointless to reach the max, if the body isnt balanced. Meaning that if the truck is about to flip, and your on the ramp- then its pointless- because the whole point of articulation is so that the body remains level(as possible), yet lets the suspension do the work.
hence, compression numbers are equally important as droop numbers. Droop one side, compress the other. A heavily arched spring will have a lot of droop, but have very little compress-overall it will give a harsh ride, very bad leveling ability, and you might as well keep it stock. (It gives nothing but height. )
Ideally, the proper setup will allow indepent forcing of each side to happen. Whether it be airbags (inflate the drooped side, deflate the compress side), or straps (let straps out of one, pull straps in on the other), will help pull and push the chassie relative to the incline plane.
Travel is important- Long travel is good to have- But the RTI ramp demonstrates two attributes- the compression ability of one side, and the drooping capability of the other. in the case of SFA trucks, each side is connected to the other, so has a more or less equalizing equation. Or rather, it SHOULD-
The crazy monster pic at top with the heim joints- Shows this particular example well. The maxiumum RTI numbers will be reached- (there is a theoretical max, and that is that the hight of the ramp cannot exceed the overall width of the axle with tire- otherwise, its not on the ground anymore, and doesnt count). Dont know if the numerics match.
Case in point- It is pointless to reach the max, if the body isnt balanced. Meaning that if the truck is about to flip, and your on the ramp- then its pointless- because the whole point of articulation is so that the body remains level(as possible), yet lets the suspension do the work.
hence, compression numbers are equally important as droop numbers. Droop one side, compress the other. A heavily arched spring will have a lot of droop, but have very little compress-overall it will give a harsh ride, very bad leveling ability, and you might as well keep it stock. (It gives nothing but height. )
Ideally, the proper setup will allow indepent forcing of each side to happen. Whether it be airbags (inflate the drooped side, deflate the compress side), or straps (let straps out of one, pull straps in on the other), will help pull and push the chassie relative to the incline plane.
