Moderator: markmc
fishsticks wrote:Why not drill and tap straight through, then install the bolts from the top? You could have over and 1.5" of thread mesh then. That's plenty strong even in aluminum.
It's really not that hard to get the holes to line up... just a little creative jacking under the LCA.
Hpimichael02 wrote:Mark ill be a Ginny pig, I could drive up there and all that good stuff for testing etc.
The Roadie wrote:I was glad I had three bolts on my coilovers when I broke the shock shaft at the bottom.
The BDS design, after I've seen them in the field for a few years, also has a weak spot in that the polyurethane shock bushings can flow AROUND the upper washer. I need to take a picture, but the washer is slightly smaller than the pooched out bushing after the shock is in and the spring pressure comes to bear. After a few years, the bushing starts to flow around and allow the washer to get recessed into the bushing. Thus they become a maintenance item that need renewing. A larger washer in comparison to the bushing wouldn't allow that cold flow.
markmc wrote:The two mounting top bolts are still being discussed between myself and the machine shop (wheeladapters)
I know there will be alot of pressure on the two bolts at full extension, i want something that will not fail when you need it most...
Several options are on the table at this point, through holes, extra large heli coils, or possibly some flanged studs.
I like the through hole myself, but it would have to be a press fit inserted stud similar to what is on our wheel spacers.
Thanks for the input!!
What broke me was going from FULL compression to unweighted. The spring is fully compressed with lots of stored energy. Then I go to zero G, and the springs (50% stiffer than the stiffest GM spring) accelerate the heavy tire and wide wheel downwards. When the shock's internal bumpstop tries to stop this moving mass, the force tries to tear off the threaded section of the shock, but also tries to tear the entire strut out of the upper perch. Yes, I was going faster than conditions warranted, and I didn't expect it to break, but it shows there are significant forces involved. This wasn't a slow speed rock crawl with always positive G forces. It was a higher speed lumpy trail hill climb with a few whoopsies.fishsticks wrote:...Even at full extension the only force you have is the weight of the suspension components on that side. The bolts will never be "pulled" by the spring. All of that stress is on the threaded portion of the shock.
Zero wrote:Maybe one day you could come up with a new lower shock mount, or an adapter so that we could have access to a wider range of shocks and springs!
Philberto wrote:Zero wrote:Maybe one day you could come up with a new lower shock mount, or an adapter so that we could have access to a wider range of shocks and springs!
Also interested in this, as it opens up a whole world of articulation possibilities for those of us who are probably never going to move to a SAS anyways. Even if it's just some modification of the existing shock mount, I'm game as long as it looks safe. Possibly even an adapter that bolts to the existing lower shock mount and has a traditional shock mount on top?
Philberto wrote:Agreed, but not worth a new thread unless Mark decides to continue discussion, in which case I'll split it off.
