Not according to all the videos I watched from Shock Surplus on utube.
The 6112 is 2-3/8" wide, not 2" like all the rest. Bigger piston provides more dampening, giving you a smoother ride. Anyways that's what thier information says. I will see.

 

Let me rephrase that.

It's another $400 for me to go to the 6112's instead of the 5100's - as i don't do any high speed offroad, and i only do offroad occasionally, i'm reading that i'm far less likely to get the benefits the 6112's would give me over the 5100s in this scenario.

 

Some random thoughts for you fellers. The 6112 is only "better" when pushed a little offroad. It is notably more firm on the pavement than the 5100.

When I first rode up the inner-city interstate consisting of concrete sections and the mini-whoops they provide, I was upset that I had changed from the 5100! Upset, indeed.

I thought at the time that if I could do it all over again, I'd have stayed with the 5100s on this 2-wheel-drive rig of mine.

The 5100 transforms the F150 into a sports sedan. Compared to the truck with factory shocks, the 5100s had greatly reduced nose dive under braking, far less body roll in cornering, and the axle hop over an uneven roadway under acceleration was almost GONE. The 5100s are WONDERFUL for the F150.


Where the 6112 is at it's best is when the truck is pushed a little, a little beyond the owner's comfort zone of "mechanical sympathy" of his new F150 pride and joy. The 6112 needs "impact speed", not necessarily "vehicle" speed. The 6112 is not as refined for pavement use, but you will get used to them and grow to like how "taut" the truck feels.

The 5100s feel taut, but not harsh. The 6112 will seem harsh over the little pavement irregularities or when slow-going over dirt washboard. The bigger impacts is where the 6112 begins to shine. If the truck does not see off-pavement use very often, the 6112 will be wrong for the truck.

The 5100s are amazing too in light, low-speed off highway use. Think slow going along an improved dirt road with the occasional washout; your confidence in your truck will surprise you.

 

True. This is why the 6112 is too big for the Ford factory F150 front coil spring.



No. Not quite. The bigger piston displaces more fluid volume, creating a firmer shock. The bigger piston and shock body are stronger. It all comes down to shock valve tuning. Good shocks are still the black magic in suspension tuning...

The only time a 6112 gives a "smooth" ride is over undulating dirt roads at moderate to high speed. Again, the 6112 is VALVED for high suspension-motion speed. Big impacts. They're not as comfortable in the day-to-day, and the 5100s are not as PLUSH as the weak factory shocks will can be WORN OUT by 15,000 miles normal driving.



Caps are only for emphasis. Nobody is mad, here.

 

Almost harsh: 6112

Perfect: 5100

Mushy old Cadillac: cheap factory dampers

 

Haha, thanks, Apples, that helps me a lot!

Now to find someone who can answer the exact same question, but in regards to the highest setting (2.25") Vs. the next one down (1.5")

 

Highest setting on which? The 5100? or the 6112... both top out at 2" with the 5100 giving a spec of 2.1".

 

Sorry, the 5100.

On the 12th gen, it tops out at 2.25" and on the 13th gen, it's 2.1" but has an option for 1.75" instead of all the way back down to 1.5" on the 12th gen.

My point really, is using the maximum preload/lift, it's going to be stiffer, and the question is, will it destroy the feel too much by doing so.

 

I originally went with the 1.76" setting (4th highest) and had very little rake. I wasn't crazy about the look because I do like some visual rake. I tow a trailer and 4 wheeler that's about 2,000 lbs. When hooked up, It was level according to the front and back wheel well measurements but it looked nose high. I took them out and lowered them to the 1.26" setting (3rd highest). Very happy with it now.

 

Copy that.

So, some would argue that the preload the spring is under when captured within the confines of the spring saddles' highest setting causes the spring rate to increase.

First of all, the spring's in/lb rate should be linear. Secondly, once this bound spring on the fully-extended shock absorber/spring assembly (like a strut) is installed, the weight of the F150 should compress that a wee bit more.

There, now we're at a place where the front coil spring is again supporting the weight of the front of the truck. What's changed? Only the static ride height, and not due to an increase in spring rate, but due only to a re-position of the spring's saddle relative to the rest of the vehicle. Should "feel" the same as before, only with a higher c/g but with SUPERIOR damping! at all four corners.

(you will need a caster, camber and toe check afterwards)

I will guarantee! you that your truck's driving dynamics will feel vastly improved. You should be delighted. I cannot wait to hear your impressions after the first week. In fact, I'm happy for you. LOL.

Git R Dun!