Awesome work man. Looks great. Coilovers sure would be nice.

 

Thanks.

Coilovers aren't the end all be all.
A good coil spring with a shock valved to its spring rate and vehichle weight. is worlds better than most anything cookie cutter over the counter. A good set of king fox radflo sway away will be 600-700 but very much worth it to creat a tuned system.
I am very much liking the dual rate spring rates brings more tuning options a soft and firm set up in one.

Im surprised more dont run good shocks. In the end it would save money over cheap shocks. They are night and day better. People don't believe me.

 

Probably because good shocks are expensive lol. I can't really see there being much of a difference between a fancy expensive coilover system and a coil and shock system. They're basically the same thing. It's all about the actual spring rates and valving on the shocks. You can even get both with adjustable collars.

 

The thing is theres endless spring rate possibilities for coilovers making them tunable for a very soft first few inches of travel then the firm rate takes over. In my case a 116 soft then 275 firm.

For coils for jeeps theres what maybe 3-4 options and there all about 240 I think because they have to support the nose regardless of ride quality.

acos has the adjustable collar with built in bump stop thats pretty sweet.

but yes shocks are factor in the package. Wich are valved to work with jeeps spring rate suspension type desired feel and terrain. Don't forget tire size shock placement and sway bar or not are also factors in valving.

even driver passenger weight.

its a pretty sweet eye opener when your doing 45 across the desert keeping pace with a 15k utv

 

This is how XJs should have been from oem! haha
Badassery man.
Yo from the owyheeees.

 

They do make progressive rate coil springs, I am not sure if there are any for the XJ but I know they use to make them for my old BMW's and such. Soft at first and then much stiffer in the middle.

 

Metal Cloak has progressive rate coils for XJ. Only 3.5” tho. They have taller for TJ. RE 4.5” springs are 180’s and combined with ACOS work pretty well. I have cracked a couple of the ACOS rubber stops tho.

That’s awesome Evan! The bracing in the engine compartment is sweet. Never thought I’d hear you say you liked down travel. 🤣

 

Haha thanks..

Whats down travel

I do like how my towers and support turned out. Definitely different than most ive seen on the internet. Lots of ways to make stuff strong



I've been thinking about the progressive coils. I do believe they could work but when does it actually change. It may progressively bind the upper as it progressively binds through the lighter rate.

The change could take place when the upper lighter rate of the coil binds out then the lower heavier wound coil is doing the work to me its mostly a sales pitch..

No mater how the coil is wound its a single rate collectively because the entire coil spring is working as one.

A coil with a 275 wind lower half and a 200 wind upper is a 116 rate collectively until the upper binds out then its a 275 rate. If the upper never binds out the rate is always soft theyre is no progressive action until bind out.

Some progressive or dual rate coils bind the upper always until full droop the upper then only acts to extend and keep coil seated at full droop making this a cool feature but does nothing for ride and handling.

Guess what im getting at is i dont know that dual rate or pressive coils do much of anything. I do know the propper spring rate will make a very positive difference on the nose.

accutune, filthy motorsports and others would be willing to help find ideal spring rates with the markets options available and may know of more options not readily known of in the direct jeep bolt on market.

I find this stuff pretty interesting, I'm only starting to understand it. To be honest I have a vague idea at best. My understanding may be wrong

 

Most of the progressive coils in my previous automobiles were not the single cylindrical shape like on the XJ they were smaller on top and bottom than in the middle. This way they didn't bind up and the fatter middle part was just stiffer.

You can see an example here.




HR sport springs for the BMW e30 chassis

 

I dont see how those are progressive the entire spring is doing its springy thing doesnt in my mind matter if the bottom is stiffer than the upper its always all is compressing through one single fixed spring rate.

Same as my dual rate coilover.
275/200 is a collective 116 spring rate and is fixed does not change ever through out the travel. While working together both springs ate compressing 1/2 as much hense why the spring rate collectively is half.
the change to firm only comes when slider stops are added to the equation eliminating the upper spring at a pre determined distance in the compression stroke

A single spring working all on its own cant change spring rate even though it could essentially be a wind with two different rates.. it can only change if it binds out eliminating half of the spring would

I very well could be confused and spreading wrong information

 

The spring is (for the most part) wound steel and is defined by its rate. Rate is a measurement of the force required to compress the spring and is expressed in lbs per inch. For instance a spring with a 100 lbs/inch rate will require 100 lbs to compress it one inch. Each subsequent inch of compression would require an additional 100lbs of force. This is referred to as a straight or linear rate spring. The alternative, is a progressive rate spring which allows a single spring to essentially exhibit multiple rates. By utilizing varied spacing spring coils, the initial rate may be 60lbs/inch, requiring 60 lbs of force to compress it one inch. Then each subsequent inch of movement would require progressively more than 60lbs of force such as 75lbs more for the second inch, 100lbs more for the third inch etc, as shown in the example. Progressive-rate springs become stiffer quicker as they are compressed. The advantage is a spring that is supple enough to soak up small bumps, yet firm enough to handle a big hit.

I didn't write that. But progressive springs are absolutely a thing and are used extensively in performance street car suspensions to give people a supple yet stiff ride.

 

So how does the higher rate compress at a different rate than the lower rate. You'd think it would all collectively compress the same unless im wrong and the stiffer portion compress less than the softer portion

Im not sure it works that way.

On a dual rate 2 spring set up the lighter spring doesn't compress more than the heavier. They each compress less.

The formula is.
(275x200)÷(275+200)
that is a collective rate of 116 in lbs

How would a spring rate of a single progressive spring be figured

275 250 225 200. Probly just take the manufacturers word. Thats where I begin to think its more marketing.
I think it could work but I dont think the rate would be quite that progressive. Would be badass if it worked that way. Another thought is im not even sure the spring is long enough to accomplish a true change in rate
a 200-275 pressive to light to firm isn't much but could definitely improve slow speed driving then provide good bottoming and stability when in the higher rate section of the coil.

Im mostly thinking out loud.

 

I mean I posted how they do it. The coil sizes are different. It's not some unheard of thing. Progressive rate springs have been around for decades.

Good article here.

https://www.hypercoils.com/tech-tips...nsion-springs/

 

Actually been doing some research and did find the hyper coils site on my own appears you are right and I'm wrong ****.

 

They are pretty cool. I'd still rather have coilovers.