Rough ride with new lifted strut! Help!!
05-03-2016, 09:17 AM
#21
Your on target now. Other point of reference.
Tire rack has Ford OEM tire, Pirelli Scorpin ATR's 275/55/20 listed at 43 lbs each. I had seen the same tire listed at 41 lbs else ware. So your in the ballpark with OEM weight.
Recently I weighed a an OEM alloy six spoke wheel 20x8.5 with the above mentioned tire 30k miles, my scale showed 81 lbs.
Your on the right track getting unsprung weight in-check to work with your suspension setup. As the totality of parts must work as a integral unit to provide the performance and compliance desired.
Racers have in general stated that unsprung weight is a 10x factor when compared to sprung weight. A little unsprung weight makes a lot of difference in many areas. Then consider the durability aspects over time with EPAS, ball joints, bushings, etc. Performance aspects of acceleration, handling, fuel mileage. It all makes a difference.
I recently like you changed a wheel and tire setup. I was able to get a new wheel and larger tire in at 80lbs for the combo.
On a side note. Wheel backspace/offset. I had spoken at length, and even visited an OEM/aftermarket steering gear/box manufacturer back a few years ago. He stated the number one over looked thing that gets no consideration is the trend of wide wheels with huge negative offsets. He spoke at length the multiple factors of leverage involved with truck steering components including power steering and recirculating ball units. The torque demand of steering systems was a multiple factor of many for just a one inch change in wheel width and or offset.
Tire rack has Ford OEM tire, Pirelli Scorpin ATR's 275/55/20 listed at 43 lbs each. I had seen the same tire listed at 41 lbs else ware. So your in the ballpark with OEM weight.
Recently I weighed a an OEM alloy six spoke wheel 20x8.5 with the above mentioned tire 30k miles, my scale showed 81 lbs.
Your on the right track getting unsprung weight in-check to work with your suspension setup. As the totality of parts must work as a integral unit to provide the performance and compliance desired.
Racers have in general stated that unsprung weight is a 10x factor when compared to sprung weight. A little unsprung weight makes a lot of difference in many areas. Then consider the durability aspects over time with EPAS, ball joints, bushings, etc. Performance aspects of acceleration, handling, fuel mileage. It all makes a difference.
I recently like you changed a wheel and tire setup. I was able to get a new wheel and larger tire in at 80lbs for the combo.
On a side note. Wheel backspace/offset. I had spoken at length, and even visited an OEM/aftermarket steering gear/box manufacturer back a few years ago. He stated the number one over looked thing that gets no consideration is the trend of wide wheels with huge negative offsets. He spoke at length the multiple factors of leverage involved with truck steering components including power steering and recirculating ball units. The torque demand of steering systems was a multiple factor of many for just a one inch change in wheel width and or offset.
