Oh NO...you're not even close.

Here's a certified scale ticket of my '00 4x4 V10-powered Excursion:



Which, in your terminology means:

LF: 1,780
RF: 1,780
LR: 1,900
RR: 1,900

 

Tom, was that full of gas? The distribution seems pretty darn balanced to me!

 

Yup, topped off the tank before getting on the scale. Dead empty X with no driver.

 

I haven't thought about corner weights since I raced my old Miata. I could adjust each corner using the coil over spring height adjustments. Can't adjust a vehicle which doesn't have independent suspension but I see what he's after. The front and rear weight would most likely provide more information since the springs will be sold and installed in pairs. I think the scales we used to use maxed at 6000 lbs - it really would not be happy with an Ex on there!

 

Heavens to Betsy, reps for you! I thought he was posting a thread in a humorous vein!

Stewart

 

Each axle would be fine, the terminology I used is still correct. The term is generic and applies to any vehicle usage.

 

I just posted what you're looking for. See post #16.

 

That is great! Thank you very much!

 

Rep jail, otherwise youda been hit with my rep hammer.

Stewart

 

Why can't you adjust a solid axle? Add a couple of shims to the pack on one side and it transfers some weight.

I'm curious to know the corner weights. I need to add a tire and fuel swing-outs to my truck and knowing the corner weights would help determine which side to mount the tire on. In real life performance it won't matter a ton but why not try to balance it as much as possible?

I'm sort of surprised by the 48%/52% distribution in stock form. That is impressive. Without 260lbs of fuel it would be almost dead on 50/50. My truck is going to be pretty back-heavy. I might want to lower the front a little to get some weight up there.

 

Exactly what he said!

I would think it would be more appropriate to worry about front/rear axle weight for the street.

But then maybe he is going to be doing the BAJA this year in his Excursion and is setting it up for that!

To the OP I am kidding! If you find it out I would be interested in what you found out.

 

I'll gladly share what I have in the near future.

 

The reason I asked for corner weights (or axle) was to make comparisons between G, B and F code springs. All spring charts that I have seen are for 1 spring (hence the orginal corner weight ?). Although B or Modded B seems to be the most common, I felt like I needed more confidence on the subject. See the link for my spreadsheet, there is more to it than what is shown but I think what is shown is all that is needed if you subscribe to it. I started with the corner weight provided earlier in this thread (Thank you Tom!) but shortly after found the G code spring drawing (curb was shown as ~1300 lbs). Since I was lucky enough to find these spring charts (G, B, F and a few others that I couldn't identify with codes) I picked deflections off at the same load for comparison sake. From there I calcuated the natural frequency based on STATIC deflection to see if the spring is happy at that particular deflection. I also compared the same load to our original springs. A natural frequency (NF in my chart) of 1.5 or less is "supposed" to give a good ride. Above 1.5 and the ride can be percieved as harsh. The G code springs certainly appear to be more harsh in terms of NF and ride quality as a lot of folks who have upgraded their springs have confrimed. After I finished this I actually found real weight data for our trucks from the factory (full weight and unsprung). That info appears in the last 5 columns.

Here is the link to my spread sheet. Ford Truck Enthusiasts Forums - RobRoss's Album: Spring Comparison - Picture

Of course once you "mod" a spring and if that mod affects rate, it will alter the NF.

What does all this mean? Maybe not much but it was fun to do and I confirmed for myself to go with the B codes but I will mod mine. I don't see the bottom G code leafs affecting rate too much and I'm guessing the thicker spring spacers will slightly lower the rate. Have fun looking at the info!

 

I forgot to mention the other reason I did this was to see how close I might be to the auxilary spring. Meaning if the secondary rate engages it will make the ride harsh. My findings show the B has the most travel before the secondary.

 

Thanks for clearing that up. I had NO IDEA what the OP was talking about!!! thank god some of you have a racing background.