Yeah, I'd like to see the Rubicon rigs. But they also had the benefit of pro spotters.I'd really like to see a photo of underside those Moab/Johnson Valley test mules. Here's the closest I have to the above photo from a Jeep. You can see the axle and lower control arm suffer from a lot of rock rash. I'd expect the same on those test rigs. The cool thing is no rust, in the LCAs, but I would be nice to see if they get gouged out really deep or not.
Finally someone said it. it might incur a few gouges along the way but will be plenty strong & as mentioned more responsive.OMG! Please stop!
Aluminum suspension bits means less un-sprung weight and thus means a much more responsive suspension overall. It is a major upgrade and I am shocked Ford is doing aluminum on the Bronco
My thoughts exactly !!!! look at the pic below of the Warthog suspension I enlarged you can see the lower control arm has the bolt for the lower coil over mount going horizonal through the control arm. Had some second thoughts about those bolts sticking down to get smashed to the point of being unremovable ??? Why would they not do this from the start?????I'm not worried about the Al LCA at all. I'm just mystified why they put an exposed nut and bolt hanging down below it. It'll be a fairly unlikely spot to hit with a rock since it's so close to the tire, but just a few rubs on that bolt and you're taking your shocks off with a grinder instead of a wrench. I would bet one of the very first mods for most offroaders will be some sort of stud kit or skid for the lower shock mount.
Engineering rule of thumb is three exposed threads once at torque. This looks pretty close to that, and for assembly it has the tapered pilot which probably isn’t going away - I wouldn’t get your hopes up.I have learned to trust aluminum and the weight savings are great. However I do not like seeing another bolt sticking out that far (not as bad as the rear though) as that is just asking to get caught on a rock and cause damage... but again, pre-production, shouldn't worry... right?
Why not just put that weight in the part being protected and make it out of something durable enough to not need the skid in the first place?
Engineering rule of thumb is three exposed threads once at torque. This looks pretty close to that, and for assembly it has the tapered pilot which probably isn’t going away - I wouldn’t get your hopes up.
Yup always lifted flaps when landing on runways made of seashells in the bahamas.I'm not talking about regular road usage. Im talking about using this as an off-road rig, hitting rocks. Thats why I said vulnerable.
I'm sure it will be more than fine for 99.9% of the mall crawlers.
I dont land, flaps down, in dry river beds covered in rocks. Do you?
From what I can see the only thing mentioned is thread engagement for wheel studs. Where the the thread engagement must be equal or greater than the diameter. I had to check because 6.5 (1/2" length) exposed threads on a 1/2" stud would be ridiculous.I believe the NHRA safety rules are the stud must protrude past the nut equal to the diameter of the stud. i.e. 1/2 " stud has to protrude a 1/2 " from the nut.