Metalcloak Thread
JK Enthusiast
Joined: Oct 2009
Posts: 133
Likes: 1
From: Roswell, GA
The 2.5" springs look good. I'll be getting my 2.5" tomorrow. I won't be able to install them for a while. I should sit a little lower than you, I've got the hard top going back on, aftermarket skids, PS Rocker knockers, and OR-Fab sport cage.
How are your drive line angles, and caster?
Rob
Sent from my SGH-T999 using Tapatalk 2
How are your drive line angles, and caster?
Rob
Sent from my SGH-T999 using Tapatalk 2
JK Junkie
Joined: Jun 2013
Posts: 3,697
Likes: 2
From: Grosse Pointe, MI
I'm checking all of the alignment and CA lengths tomorrow. Right now my pinion is at about 2* and the caster is around 5*. Drives fantastic without any wobble, shake, shimming or vibration at any speed. Tracks straight down the road and if I hit the brakes it doesn't pull.
JK Newbie
Joined: Jul 2009
Posts: 11
Likes: 0
From: Indianapolis, IN
In regards to the track bar and bracket.....
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
JK Enthusiast
Joined: Oct 2013
Posts: 435
Likes: 1
From: Ramona, CA
In regards to the track bar and bracket.....
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
JK Junkie
Joined: Mar 2011
Posts: 2,145
Likes: 4
From: Israel
In regards to the track bar and bracket.....
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
Take a look at a stock JK track bar at stock height. It's not level to the ground but rather slopes down toward the axle.
When you go up 3.5", the operating angle of the track bar is increased and the roll center height goes unchanged. Once the track bar at the axle is raised 3.5", you're back to "baseline." The track bar is still not level to the ground but the roll center : COG height ratio is very similar to stock.
MC chose that particular bracket height to provide the user with a level track bar at ride height. This allows the least amount of lateral shift during articulation and linear travel, the benefits of which should be obvious to those in this section. That bracket also raises the roll center height above the factory baseline, providing more responsive and flatter cornering on the road and more stability off the road.
Just because everyone else provides a bracket to correspond the roll center height increase with the coil spring height increase doesn't mean going higher is a bad thing. When designing a custom rear suspension that uses a track bar, two of the major common goals are to orient the link flat at ride height and to maximize the roll center height. This isn't an uncommon practice in the world of custom suspensions but seems to be less common in the off-the-shelf market. MC is simply providing the best possible solution.
As for any concerns over clearance, the bends in the track bar clear the diff and the exhaust. Having a solid chromolly adjustable track bar with good ends, bends to clear any possible interference scenario sitting level at ride height with a > stock roll center height is about the best solution one could ask for. I see no room for complaints.
Last edited by GJeep; Dec 14, 2013 at 03:55 AM.
JK Enthusiast
Joined: Oct 2013
Posts: 435
Likes: 1
From: Ramona, CA
I would speculate the CRC link would be obviously better but I don't know that it would be a phenomenal difference. would it be $600 better? Probably not but it would still be better. I'm giving the link a hard look for potential downsides based on how I personally plan on setting up MY jeep.
JK Junkie
Joined: Mar 2011
Posts: 2,145
Likes: 4
From: Israel
I would speculate the CRC link would be obviously better but I don't know that it would be a phenomenal difference. would it be $600 better? Probably not but it would still be better. I'm giving the link a hard look for potential downsides based on how I personally plan on setting up MY jeep.
I have the CRC Link on a 4-dr, and the difference from the stock track bar is definitely meaningful.
The other mods are typically used only when offroading, or part time, but the much improved steering and handling are the one mod which 'works' whenever I drive, on or off road, day or night. So, for me, this is the best 'mod per money'.
On a 2-dr, the improvement would be bigger, because a 2-dr is influenced more by the side to side movement of the axle.
Last edited by GJeep; Dec 14, 2013 at 09:44 AM.
JK Newbie
Joined: Jul 2009
Posts: 11
Likes: 0
From: Indianapolis, IN
I would speculate the CRC link would be obviously better but I don't know that it would be a phenomenal difference. would it be $600 better? Probably not but it would still be better. I'm giving the link a hard look for potential downsides based on how I personally plan on setting up MY jeep.
When it comes to what I would actually prefer, I'm not a Watts link fan, nor do I have high regards for Full Traction. Track bars get a bad rap due to fancy marketing by many of the offroad companies but in actuality, a track bar is the most efficient method for managing lateral loads and for defining the roll center height. There is not a better method to do those things. Mounting the track bar level at ride height and as high as possible maximizes the benefits of such a setup. Metalcloak is doing it all right.