WHAT'S ALL THE FUSS ABOUT SPRINGS?? BY DENNIS WOOD
I
f you’re in “buy a lift” mode, there are some questions that you need to ask yourself. How do you plan on using your Jeep? What size tire will you run and how much evaporating money can you safely conceal from your significant other? There is a lot to consider when lifting your Jeep; but just so this story doesn’t turn into an epic novel, let’s focus on springs. I’m not sure what it is about springs that seems to flare up normally calm and rational people. For example, if I were to state that linear rate springs are
superior to a dual rate spring, the triggered masses would go into all-out troll mode resulting in significant scaring of my sensitive personality; so no, (well, not that many) offensive statements will be made in this story. Let’s start with some universal spring truths: All things being equal, the more coils in a spring the softer the rate. This can be seen in a “dual” rate spring when a Jeep is sitting at ride height. The tight wound or softer section of coils are often
fully compressed and at coil bind; no longer an “active” part of the suspension. Which brings us to the next truth: Active coils are not at coil bind and are free to deflect or compress under load; they actively move and flex with changing load as we drive. As coils compress and bind or touch, they become inactive and are no longer considered part of the suspension and why would they be? If they don’t flex, compress or even move, they are not part of the active suspension. JEEPACTION │ 25
