ZUKIWORLD Online | Suzuki 4x4 Editorial and Forum
ZUKIWORLD Model Specific Suzuki Forum => Suzuki XL-7 (Gen. 1 Platform) 2001-2006 => Topic started by: jagular7 on December 04, 2004, 04:12:10 PM
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I've added a 2" Jeep spacer to the top of the springs, added a Jeep lower bump stop riser on the axle mount to compensate for the spring spacer, and now just added a set of stock XJ front shocks. They provided an extra 1" droop at the wheelwell.
My -7 has 225/75-16's, measuring from ground through axle center to wheelwell, I measured 36".
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odd, I have calmini's 2.5 lift w/ 245/75/16 and I only got 33 1/2 in ??? Wounder if my springs are starting to sag???
George
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You didn't take any numbers befor you did your lift?
George
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Read over my message, and see that I mislead. It's not that tall staticly. That's the height when the rear tire comes off the ground lifting with a floor jack at the frame. Sorry. Static height is 34" (just measured). Still higher than yours???? I'm using the 2" Jeep (XJ/TJ/ZJ)poly lift blocks.
Just mentioning that the stock XJ shocks (came from a 91 that went to a 4" lift) will give better droop for even a stock XL7.
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Jag, Just took a look at your suspension photos. Have you tried any of those other springs in your rig? And also did you happen to calculate spring rates of the stock springs when you had them out?
Thanks
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Those other springs being the ZJ's are a friends. I've got the blocks in the rear and that is rather too easy to perform. Next is to get some springs or blocks for the front to lift 1.5-2". Since the lower control arm's throw is short relative to the spring, I can't get anything in there. The taller springs wouldn't work.
I however have came up with an idea to install the block. By making a rigid spring compressor, I'll let the springs compress into this while lowering the a-arm. The static and expanded heights of the spring is what makes it difficult. I've purchased several compressors from Harbor Freight. I'll be cutting the long all-thread to size.
But first, I need to drop the upper strut mount. I've got the flat plate cut and just need to trim for size now. Currently, work, being a Dad, life is getting in the way. Plus, there is an event local to KC this weekend at KanRocks.
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Read over my message, and see that I mislead. It's not that tall staticly. That's the height when the rear tire comes off the ground lifting with a floor jack at the frame. Sorry. Static height is 34" (just measured). Still higher than yours???? I'm using the 2" Jeep (XJ/TJ/ZJ)poly lift blocks.
Just mentioning that the stock XJ shocks (came from a 91 that went to a 4" lift) will give better droop for even a stock XL7.
OK went out got some new numbers:
with the rear jacked up:
40" from ground to wheelwell
16" from top of rim to wheelwell (takes tires size out of hieght)
rear sitting on the ground:
33 3/4" ground to wheelwell
10 1/2" top rim to wheelwell
Still I think that I may be getting spring sag :(
george
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This spring we call" Bowl Spring". The traveling is 63cm(For skyjacker 63cm absorber)
(http://home.pchome.com.tw/life/joejoekuo/DSC02601.JPG)
(http://home.pchome.com.tw/life/joejoekuo/DSC02605.JPG)
(http://home.pchome.com.tw/life/joejoekuo/DSC02606.JPG)
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What are you guys doing with the brake line that comes over the frame to the drum when you are extending the shocks in the rear? I know when I disconnect the track bar it droops about another 2" then the brake lines are stressed all the way out as well. I have the braided line from the control to the housing but those side runners would have to be addressed, right?
also, I saw a GV yesterday online that had the Calmini shocks in the rear but he had fabbed up a 2" bracket for the bottom mount which gave him an extra 2 of droop. Any thoughts? I wonder if a shackle style something or other could be made that would give the added droop and compression? It would close and open just like a shackle. But then again, why not just order new shocks . . . pretty neat though. ;D
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This spring we call" Bowl Spring". The traveling is 63cm(For skyjacker 63cm absorber)
([url]http://home.pchome.com.tw/life/joejoekuo/DSC02601.JPG[/url])
([url]http://home.pchome.com.tw/life/joejoekuo/DSC02605.JPG[/url])
([url]http://home.pchome.com.tw/life/joejoekuo/DSC02606.JPG[/url])
I'm not quite sure if I'm seeing things right, but does that little GV have a Dana 44 rear axle??
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I'm not quite sure if I'm seeing things right, but does that little GV have a Dana 44 rear axle??
I am not quite sure,too.But we could change the rear axle to Dana 44(Only for GV, not L-7). See this: http://www.offroad.org.tw/dousun/gv/index.htm
and link to NO3.
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I tryed the link but I think their site is down or the link is bad :-/ Why not the XL-7 the axles are almost the same as the GV???
George
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I tryed the link but I think their site is down or the link is bad  :-/ Why not the XL-7 the axles are almost the same as the GV???
George
The link is good,isn't it?
The drivers of XL-7 in Taiwan have the same question about the rear axle. They looks like only L-7 is longer. But GV has a lot of kit to modify, not for L-7.
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Never mind got it to work. Had to look at it from home :P
George
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This was translated and copied fromhttp://www.offroad.org.tw/dousun/gv/%E5%A4%A7%E7%9B%A4%E8%88%87%E9%98%B2%E6%BB%91.htm
3. 大盤 and skid resistant reequipment:
But after raises trades the big tire. Already and the original factory was different besides the ratemeter speed The power drains also may feel But only may the method which changes the power Is changes 大盤...
First Latter 大盤
(http://www.offroad.org.tw/dousun/gv/index.files/h.jpg)
The GV original factory final gear ratio is 4.875:1 but attempts is US standard DANA5.857:1 大盤.. Moreover Between the work place also has a system 大盤 to be possible to supply the choice. But Material quality and abrasive resistance. Or chirp 音值. It is said has bad somewhat... But trades 大盤 goal Is because Che Yu reequipped the big embryo. Causes the tooth to compare and the tire is unable to match Front therefore can decrease the torsion output.. But generally replaces 大盤 usually also can choose LOW some. Sacrifices some extremely 速來 front section use.. Also relatively conforms to cross country now and then the urban district driving low speed torsion demand
US standard 60% truetrac skid prevention differential device
(http://www.offroad.org.tw/dousun/gv/index.files/i.jpg)
(http://www.offroad.org.tw/dousun/gv/index.files/j.gif)
(http://www.offroad.org.tw/dousun/gv/index.files/k.gif)
The beautiful gauge GV hind axle may directly replace the US standard TRUETRAC 44 skid prevention differential devices It transmits using the helical gear the torsion to the wheel But induces between the wheel the resistance difference or the wheel rotation speed difference fixing device.. Goes when the common path the wheel axle to car dealership 轉彎處 cannot the pressurize, and the comparatively not different sound produces Lower failure rate Belongs to the higher-level 螺旋齒 wheeled fixed fitting... but the skid prevention to be allowed to provide stabler and the entire time interval skid resistant function Regarding high speed anabatic wind sand The rainy day excessively is curved The monowheel is hanging.. And so on No matter is the cross country road surface or the common path all has very in a big way is of help For example: BMW.Volkswagen. Outside racing bicycle High-level after the nearly SUV vehicle all has the equipment the skid resistant differential device to provide the most immediate help.. But the newest skid prevention is the machinery screw type 磨片 -like the abrasive resistance and the sensitivity are all better than
Has installed good 大盤 and the skid resistant hind axle
(http://www.offroad.org.tw/dousun/gv/index.files/l.jpg)
When trades the big tire Drains the power in as soon as steps on the oil instantaneous... Then felt Therefore The second step reequipment is increases the power primarily But faces the question is. Dismantles the axle center at the same time. Whether or not considered adds on the skid resistant differential device to reduce the reassembly the wages
After original factory in differential device
(http://www.offroad.org.tw/dousun/gv/index.files/m.jpg)
After this is the original factory the differential device interior Attempts DANA with on 大盤 to compare May see original factory 大盤 weak somewhat...
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OK went out got some new numbers:
with the rear jacked up:
40" from ground to wheelwell
16" from top of rim to wheelwell (takes tires size out of hieght)
rear sitting on the ground:
33 3/4" ground to wheelwell
10 1/2" top rim to wheelwell
Still I think that I may be getting spring sag :(
george
NOT HAPPY >:( My friend stop by the other day with his stock xl-7 so a got some numbers from it and here's what got me going 9 3/4" from top of the rim to the wheelwell
So this means that my Calmini lift or there lack of is only 3/4" lift. I know who Im call on Monday can you guess ::)
Let ya all know how it goes.
George
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Measured from top of wheel to lip of wheelwell flare. Passenger side is 11-3/8", driver's 11-1/4".
BTW, could you understand that translation you posted earlier?
Adding a D44 for the rear axle would be cool enough. Change out that rubber joint on the pinion for a u-joint 1310 or 1330 size, variety of gear and locker choices, ~1.3" axle shaft diameter (IIRC), 30 spline shafts, full floater possibilities. Best bene would be Tri-County ARB with D60 size shafts!!!!
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Ya I had to read it like 4 or 5 times to make something of it. I was also looking at the some of the other images of his GV and noticed that it's not a 2.5L engien Could it be diesel?
George
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Most likely Diesel. I know Mr. Left's is Diesel. And a few of the videos on the Hong Kong offroad Assoc. website all have Diesel engines in their GVs. Must be nice . . . :'(
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So did you talk to Steve at Calmini about our 3/4 two and a half inch lift?
Quick question for ya BK, when turning hard (4wd) on the trail can you here the drive shaft spinning? Or any other noise for that matter? I am wondering if my CV might be going, I am getting a slight clicking when turning with pretty good traction, none when spinning though. Any ideas?
Also can you get some pics of cross member mount at the back of the third member? Mine seems to be at an extreme angle and I am wondering now if got a longer set of drop brackets than I was supposed to. I don't know it just seems that the bracket is in quite a bind with the brackets on.
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From previous phone call discussions with Calmini as well as those here with the lift, yes, the forward upper housing mounts are overall taller in respect to the stock mounts. The pinion mount stays as stock, so yes, basically you are binding the pinion mount as the longer mounts drop/rotate the housing. Drop/rotation should be near 3/4".
If you want, compare your diff housing to mine in my pics. This should tell you the 'rotation' you have with the brackets installed. Too bad you didn't snap a shot comparing the stock mount to the Calmini mount.
As for the rubbing under certain front conditions, try removing the front ds from the pinion and secure it to the crossmember. Lock in the hubs (got lockouts?) and drive. The tires rotates, the axles rotate. If the binding occurs, it's tires input to the shafts. If not, reattach the front ds, un-lock the hubs, and drive. The ds will rotate the axle shafts. If binding occurs, it's driveline influenced and could be the pinion mount and not the shafts.
To add, does the pinion flange have bright spots from rubbing on the crossmember?
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No bright spots that I know of. When I first installed the kit I had contact between the drive shaft and exhaust, I had to remove the heat shield and then I had my clearance. But Steve said that was the first case he had of it rubbing the exhaust.?
Basically I am thinking the sound I hear is just driveline vibes when the body is twisting on the trail combined with turning and stress of pulling, maybe . . . also, I have been told that I will hear some clicking in the front end if there is too much traction when it unloads. Just looking to see if anyone else has the issue as well. If thats all it is then no worries . . .
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NOT HAPPY >:( My friend stop by the other day with his stock xl-7 so a got some numbers from it and here's what got me going 9 3/4" from top of the rim to the wheelwell
So this means that my Calmini lift or there lack of is only 3/4" lift. I know who Im call on Monday can you guess ::)
Let ya all know how it goes.
George
Update
Well after some emails and a phone call or two I will be getting new front springs for my XL-7 ;D I seams that I have the frist style of lift for the xl-7. The new stiyle has stiffer springs so hopefully this will help. I have to say after I getting in touch with Calmini I thought that I was going to be blowen off but they where very helpfull. So Im guessing by sometime next week or so I should have my new springs.
George :) :D ;D