One of the reasons I went to the 6k coil, besides some additional lift, was to improve the ride a bit. The full bumper is heavy and with the 5600 springs, I felt it had a slight "wave" feel in it when driven over a dip or bump that was not there before I installed the bumper. I have only had the opportunity to drive it around the neighborhood as I have other stuff going on but it seems to be better. I will try and get it out Sunday for a good drive and see what, if any, real differences there are in the new setup.

 

That is one route I've been looking to go. Swapping my 5200lb coils for 5600 with the Daystar spacer. My thoughts were that I would net 1.5", with no added weight. But you made a much bigger jump in coil weight rating, and only netted 1/4" from the coils. Now I'm wondering if the lighter coils are longer.

Did you or the OP compare coil hieght off the truck?

 

I matched mine up after I pulled off the 5600 coil. I found that the 5600 and 6000 coils are the same length.

 

I just found another thread with a 2017 chart showing that all the 4x4 coil spring lenths are the same. Not quite understanding the deflection rate @ ground part. The numbers for the 4x2 coils look to be much higher than the 4x4 coils.

https://www.ford-trucks.com/forums/1...rate-list.html

I also see that PMF sells small spacers that can be used to dial in height.

 

The 2x4 springs are shorter under load and are generally larger in wire diameter so they support more weight in a shorter package and actually compress less than the 4x4 springs for a given weight. From my understanding, the deflection rate is how much weight the spring supports per inch while under load. So in my case, if the 6000 is compressed 2", the spring is supporting 998 pounds. Once the spring hits 6k, the coils of the spring would all be touching. Might be a possibility if you take a jump with the truck but not going to happen just driving around.

 

That's what I thought but was thrown off my the 2wd numbers being so much higher. I have never been in a 2wd, but I would think they ride rough based on the much higher deflection rate. Also surprised to see only a 30lb difference between the 5600 and 6000 coils.

 

Going to measure mine tomorrow and see what length they are installed on the truck and then figure out just how much weight the springs support along with the shock. 30 pounds is not much but when you start compressing in inches, those multiples of 30 will add up.

 

I noticed while searching part numbers for the 5600# coils (5C3Z-5310-DA) that they show fitment being 2005-2020. I then inputted the part# you used for the 6000# coils and see the same, 2005-2020. Curious now, if the 2020's sit 1/2" lower up front then why the same coil?

 

That will never happen.

The GAWR of 6,000 lbs is rated at ground, which includes the unsprung weight of the wheels, tires, brakes, and the axle itself.

The 6,000 lb "rated" springs should never see, nor are they intended to support, 6,000 lbs, since they are "rated at ground".

The coil springs have a height of X when not installed, a height of Y when installed at what Ford describes as the "design load", and a height of Z when fully compressed such that all the winds in the coils are touching, as suggested by the quote above.

Z should never happen.

X isn't stated in Ford's spec sheet, but it can be known, and would be interesting to know, if @SARDiverDan put a tape measure to the pair of 5,600 lbs springs that were removed, in order to compare that height measurement to

Y, which is listed in Ford's spec sheet, as the partially compressed spring height at the "design load".

The difference between X and Y, plus the distance between the axle and the bump stop, should approximate the full range of spring travel between full jounce and rebound.

Hypothetically, and roughly, speaking, let's assume that sum of total available coil spring compression travel, unmounted, is 8."

Since we are talking about the front axle, which supports a reasonably fixed weight of engine, transmission, batteries, and driver... as opposed to an open bed that can vary vastly in loads... let's assume that there isn't much variation side to side between front coils, such that each coil compresses more or less equally, for purposes of this example.

Ford rates the springs individually, so for every inch of deflection, we will need to double the value that Ford provides, to account for the left and right sides, which we are agreeing to consider as deflecting evenly.

If the 6,000 lbs coil spring defects at 499 lbs per spring per inch, then for every inch of spring compression from the uninstalled spring height of X, we can assume, as DiverDan already pointed out, 998 lbs have been added to the pair of springs.

If the difference between X and Y is 4", then 998 lbs multiplied by 4" = 3,992 lbs that the springs are suspending.

To this we must add the unsprung weight of whatever the tires, wheels, axles, brake rotors, hub extensions, axle fluid, etc weighs. Assuming a dry Dana 60 front is 500 lbs, and 100 lbs per tire/wheel assembly, and 100 lbs for bric a brac, does an unsprung weight of 800 lbs sound reasonable?

So at ground, we have 3,992 lbs plus 800 lbs = 4,792 lbs... or roughly 4,800 lbs.

At this point, we also have 4 remaining inches of open space between the axle and the bump stop (sum of spring travel of 8" - 4" compressed at design load = 4" remaining).

Let's add some weight... full rack of passengers, a Ranch Hand bumper, a winch, and a cabover truck camper.

Our only limit is the front axle and front spring rating... at ground... which is 6,000 lbs in this example.

6,000 lbs rating at ground - 4,800 lbs already consumed = 1,200 lbs to work with.

With the pair of springs deflection rate of 998 lbs per inch, we have roughly 1.2" of deflection remaining before reaching our front GAWR limit.

4" less 1.2" still leaves 2.8" of space between the axle and bump stop for the spring to work at being a spring, rather than a solid cylinder.

The wires of the spring coil will never be fully compressed to the point of contacting each other, when loaded up to the very limits of the GAWR.

 

The 5600# coil spring and the 6000# coil spring are roughly 20” in length when not installed. The 6000# spring installed are around 14” or so. Using the chart previously linked for a 6000# spring to support 499 pounds per inch, the 6000# spring is supporting roughly 2,994 pounds.

The fully compressed spring idea came about after something like this. Not just loading the truck down with max weight.
https://video.search.yahoo.com/searc...ead008c76922e7

 

New forum member and first post here; tagging into this one, lots of super helpful information so far as I am about to add a Ranch Hand legend full replacement bumpers to my new truck (I am one of the few lucky ones that had a late May build that was actually built/shipped when it was originally scheduled).

I checked the info that 17 Oaks posted above (by the way, cool to see another McLane Ford customer here, they were awesome throughout my entire purchasing process), and it looks like based on my door sticker I have the 5200lbs front coils. Truck is a '21 Lariat CC SB, 7.3l gasser FX4 10,000 GVWR with the camper package.

So my question is this, would a set of 5600 coils be enough since my frontend is considerably lighter than the diesel? I am mostly looking to keep the factory look or at most take 1-1.5" of rake out of it once the bumpers are on, not looking to put much bigger tires, maybe a set of 295/70r18's when the current ones wear out.

I guess the other option would be to get a set of the Rough Country 1.5" coils, their website says "Diesel or V10 models only" but I checked and the Godzilla is only 90lbs lighter than the 6.8l Triton and with the Ranch Hand that seems to add about 300LBS Net vs stock, anyone have any experience with this route instead?

(Pics since first post and all)

 

It is entirely unnecessary to put heavier springs in the truck.

 

You may just install the bumper and see how much drop you have and if you are OK with it. I wanted the front end to come back as close to the stock height I had before install so overall, I only lost 1/4 of an inch. The heavier spring also lessened that extra bump/wave feeling when going over bumps that I noticed after I installed the bumper. I am also having issues with my steering stabilizer (another thread) so any loss in height on my setup is causing increased issues with my Kelderman stabilizer and I can use all the extra lift I can get, short of going with a lift kit for which I am trying to avoid. You may not experience any of these issues so it's basically trial and error on yours and if it's good, go with it.

 

Thanks, yeah the front end is already a touch lower than I would like as it sits in the driveway right now and more importantly want to offset any of the wave/bobbing feeling you mentioned in your earlier post. I guess the question was whether to go with 5600 or 6000 since I am driving a gasser. Really annoying that the for the '20+ trucks the only options are either lower coil mount spacers or a 3"+ lift kit. Trying to get a little closer to the stance of the 17-19 trucks, otherwise completely satisfied with the way it is now.

 

Welcome, and great looking truck.

The 5200# springs you have also come on diesel trucks, which have 700lbs more weight up front than your 7.3l. So the weight of the bumper shouldn't be an issue, but it sounds like you don't want to lose height, and possibly want to raise it some. Since SARDiverDan lost about 1/2" with the 5600# coils, I would expect yours to drop some as well, maybe not. You could get a couple buddies to stand on the stock front bumper and see if it lowers the front end haha.

I would first install the bumper, drive it around, and then decide if heavier and/or taller coils are what you want.

Edit- I see that you for sure want to bring the front up some. My guess is you might see 1/2"-1" from the 5600 or 6000 coils, not sure on how it might effect the ride. If the ride is satisfactory with the 5200 coils, a spacer may be a good option. Daystar makes a 1" top mount spacer, or as you have found there are many other spacer options.