[2stroker]

I don't know what Daves4wd means about the polyurethane blocks, but he has hit on a very valid suggestion, swaping springs side to side as part of ongoing maintainence is a good suggestion it should ensure you get the most life out of your springs and avoid the lean.

[SierraDan]

It would lower the height as it raises the diff housing.

Mini truck people use lowering blocks in this way.

[Daves4wd]

Ok I get it now lift blocks silly idea I'm thinking I might do the swap over everyfew months or so as my Zook is my daily so it gets fair whack of a lean plus Im not the lightest bloke going round but what ever works works it's all the personnel preference although i have a pretty big lean I don't like it but docent affect the way it handles just ds wont get as much tuck as the ps

[GRPABT1]

Nobody has realised yet, I said it earlier. Transfer weight, it's the only way

[Gwagensteve]

Gwagensteve wrote:

GRPABT1 wrote:

The only perfect fix is to transfer as much weight to the passenger side as you can. Think of this when placing batteries, spare tyres, compressors etc.

Eggzactly.

Steve.

I realise it, and I have discussed it before on numerous threads on this topic.

However, it's not possible to transfer enough weight to 100% counteract the lean. Centring the fuel tank, moving the spare to the left and moving the battery to the left is all I can think of, other than packing the car so more weight is on the left. As much as I think this can do is counteract the weight of the driver. The car itself is still heavier on the left.

[Brett]

Easy fix is to lose some weight fatty, that will help

Your over thinking it way to much! More weight on one side needs a stiffer spring to sit level. you will very rarely hit a bump at the same time to notice a different spring rate and if you do that spring is to hard.

Just drive the crap out of it and enjoy it. its a sierra so its not know to be a comfortable car to drive

[GRPABT1]

Yeah other than you Steve lol.

I have a good solution and that is to always wheel with a fat bastard in the passenger seat

[christover1]

GRPABT1 wrote:

Yeah other than you Steve lol.

I have a good solution and that is to always wheel with a fat bastard in the passenger seat

In my old Sierra I often got in passenger side, and used the hand throttle,
if needed...got funny looks.

[GRPABT1]

On this subject again, would a longer leaf of the same thickness have more rate than a shorter leaf if added to a pack? For example, if running a 3 leaf pack with 2nd leaf military wrapped would a longer (also more arched) 3rd leaf in the driver side pack and shorter (and flatter) third leaf in the passenger side help even things out?

[JrZook]

GRPABT1 wrote:

On this subject again, would a longer leaf of the same thickness have more rate than a shorter leaf if added to a pack? For example, if running a 3 leaf pack with 2nd leaf military wrapped would a longer (also more arched) 3rd leaf in the driver side pack and shorter (and flatter) third leaf in the passenger side help even things out?

Generally speaking, the shorter the length the greater the rate. But in this case you are talking about a lower leaf supporting the uppers thus I would be inclined to think that the longer one would support the pack more so and therefore increase the rate.

[SuziBlu]

Gwagensteve wrote:

Gwagensteve wrote:

GRPABT1 wrote:

The only perfect fix is to transfer as much weight to the passenger side as you can. Think of this when placing batteries, spare tyres, compressors etc.

Eggzactly.

Steve.

I realise it, and I have discussed it before on numerous threads on this topic.

However, it's not possible to transfer enough weight to 100% counteract the lean. Centring the fuel tank, moving the spare to the left and moving the battery to the left is all I can think of, other than packing the car so more weight is on the left. As much as I think this can do is counteract the weight of the driver. The car itself is still heavier on the left.

Steve, just saw this, and am not sure if you are right.

I hope I am not insulting, not my intention, just trying to explain dynamic stability.

On boats, we refer to a lean as a "list" and its common as. To counter a list one moves weights from one side to the other, but no where near as much as if adding weight to one side, in fact, its exactly half.

You have a driver weight, say, 80kg, considered average.
The driver sits half way tween the side and the middle, so he adds weight to both side set of springs, the battery sits hard over, only adding weight to one set. This means the drivers 80kg is distributed say 75/25 to the right, 60kg over the right hand springs. The battery is reall adding 20kg to the right springs only.
The car has the suzi lean, to help counter the suzi lean, redistribute weight.
The driver sits half way between the middle and the edge, the battery sits pretty much hard over on the edge, right hand side. I have an N70ZZ as my starter, and its hard over on the right hand side, I am going to move this to hard over on the left hand side.
The battery weights say 20kg, its a good lump of a battery, maybe more even, but for argument sake, 20kg.
I move the battery and place it left, in doing so, I have made a 40kg redistribution of weight, that is to say, 50% of the drivers weight. BUT, in effect, its 66% of the drivers weight distribution.
If I add a battery of same weight to the left, leaving the right hand battery, then I only add 20kg to the left, not taking 20kg from the right, so in effect, I only change 25% weight.

The car is inherently heavy on the drivers side, but with a few mods, its a given that it is drastically changed for the better.

Battery as priority, spare secondary, and third, maybe, fuel.

Same goes for and aft, removing the battery from front right axle to back left axle redistributes the same 50% weight change, and so, lightens the front and adds to the back, making a much better weight proportioned vehicle, as well as lowering COG a bit.

Hope this makes sense, it does to me as I live it daily when loading 1,400 tons of "stuff" to take to curtis island.

[just_cruizin]

Agree, did this all the time designing buses etc, especially when very close to GVM

[GRPABT1]

JrZook wrote:

GRPABT1 wrote:

On this subject again, would a longer leaf of the same thickness have more rate than a shorter leaf if added to a pack? For example, if running a 3 leaf pack with 2nd leaf military wrapped would a longer (also more arched) 3rd leaf in the driver side pack and shorter (and flatter) third leaf in the passenger side help even things out?

Generally speaking, the shorter the length the greater the rate. But in this case you are talking about a lower leaf supporting the uppers thus I would be inclined to think that the longer one would support the pack more so and therefore increase the rate.

So my plan is this:

Remove both front 3 leaf packs and put the one (assuming drivers side now) with the least camber in the passenger side as is. Purchase a 50mm lift ironman drivers side front pack (which has a separate part# each side like OME's with 10mm more camber on the drivers side and a mate is a dealer so $90 total) and replace the lowest spring with one from the ironman pack that (should hopefully) have more camber.

Now this may fix the lean for now but I was wondering if a shorter or longer leaf from the ironman pack (than the one it's replacing) would be best for longevity and increased spring rate? Or if once separated that one leaf has noticeably more camber than the others would it be the best to use regardless of length?

I am trying to avoid a 4 leaf pack on one side as I'm slowly transferring weight to combat the lean (waiting for my huge lead acid battery to die so I can buy an optima and mount behind the passenger side) and don't want to drastically alter
flex.

Anyone have thoughts?