I don't really understand what you mean there. Inboarding shocks means that less shaft travel is used for a given amount of axle travel.
Let's say your shocks are laid over at 45˚. They now have a 1.4:1 ratio compared to a vertical shock, so for 10" of wheel travel you only need a 6" travel shock.
However, that means the valving is now 40% less effective.
It seems that many people buy long, softly valved foam cell shocks, then inboard them in order to fit them in, and end up with a car that might as well have no shocks at all.
Remember too that the more aggressively you inboard the shocks, the less they do on articulation. This is due to the relationship between roll centre and shock position. I have seen a car with radically inboarded rear shocks and a large amount of articulation where the drooped side shock starts to COMPRESS as it nears the limits of flex due to the funky geometry going on.
The point is, if you need to run bumpstop spacing to clear your desired tyre size there is no need to inboard the shocks.
If you run a body lift there is no need to inboard the shocks.
If you run Sierra based springs, there is no need to inboard the shocks.
If you want to look maximum hektik though, it's absolutely vital to inboard your shocks. Flatbill wearing hilux drivers don't have any respect for cars without inboarded shocks. They can't read and write though, so they call inboarded shocks "inverted"
Also consider the effect of increased leverage on the stock shock mount pin if you are bolting a new mount to the existing pins. Repairing the floor and crossmember if a rear shock mount fails is a pain with the body on. Ask me how I know this.
And now to the great unspoken disadvantages of having shocks that are much longer than the springs when fully extended. A couple of bad things start to happen. One is that shackle inversion becomes a problem, (although WT chassis have anti-inversion plates welded to them, these are sometimes cut off because they're anti hektik.
The other is that the springs can fan right open. This is cool for hektik points, but it's bad for spring life because now, as the car hops around under power, only the main leaf is locating the axle. This is often also a problem with RUF front, but theres more traction being delivered through the rear axle, so there is more torsional force being seen by the springs.
Anyways, like any modification, it's a trade of of function vs reduced reliability/performance under some conditions vs hektik points.
Steve.
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