What is required to run 32x11.50r15s on an r50

[XPLORx4]

Note that the issue I am commenting on above has SOLELY to do with the suspension and CV angles when BOTH FRONT WHEELS are off the ground if the front swaybar is still attached. For driving on pavement or for off-road driving in which both front wheels will not leave the ground at once, spacers are probably fine. For me, I drive over difficult obstacles in very remote places where the risk of driveline breakage due to suspension modification is unacceptable. I would rather deal with the loud thunking sounds when the strut tops out (which isn't excessive if I drive carefully) than having a CV axle grenade on me.

BTW, I believe the inner CV joint is the one that binds more readily than the outer CV joint. I have observed quite significant manufacturing differences across different brands of axles after disassembling the inner joints.

Edited April 6, 2015 by XPLORx4

[R3DN1CK]

A couple of months ago I helped a friend with a stock 2002 QX4 install 1" spacers above the strut and after reassembly of the suspension (while the car was still on the lift and the front wheels were off), we rotated the hub/rotor/CV axles on each side and we could feel slight binding every 1/3 of a rotation.

 

I run the AC 2" coil spring lift and 1/2" spacers installed between the body and top of the strut. There is no CV axle binding when the suspension is fully unloaded.

 

 

 

 

Let me explain the logic: With replacement coil springs, you are not changing the maximum suspension travel of the strut. You are also not exceeding the OEM-spec max operating angles of suspension components (lower A-arms, tie rods, but most importantly, CV axles). The max travel is defined by the length of the strut, not by the height or stiffness of the coil springs. With stiffer springs, you ARE changing the ratio of suspension uptravel to downtravel when you alter the static ride height. For example, let's say that the R50 strut has 8" of total travel, and on a stock R50, there is 4" of strut compression and 4" of strut extension. If you install stiffer coil springs for a 2" lift, you will still keep the same 8" of travel, but you'll now have 6" of strut compression and 2" of strut extension. If you encounter a road surface that causes the front wheels to quickly drop more than 2", the strut reaches its max extension by making a loud thunking sound.

 

With a spacer lift placed ABOVE the strut assembly, this has the effect of not changing the travel length of the strut- it is still 8". You are also not changing the ratio of compression to extension. It is still (in this example) 4" up and 4" down. What you ARE changing is the relative position of the strut assembly relative to the body. When the suspension fully extends, it now fully extends into a position that is lower than OEM design by the thickness of the spacer installed above the strut. This can have the effect of causing the max CV angles to be exceeded, as I discovered after installing 1" spacers on my friend's QX4.

 

I hope that helps.

 

Makes more sense now.

[01Pathmaker]

Agreed, thanks Xplor for clearing that up, never really put that much thought into it, but makes perfect sense. I'm not sure if it's my toasted springs or unknown aftermarket shafts, but at least I know I don't have binding issues on my 96 (1.5" spacers) even with both front wheels simultaneously off the ground. They'll suit my mild offroading needs. Just for future reference, does anyone make spacers smaller than 1"?

[XPLORx4]

You can order custom thickness spacers from 4x4design. I ordered 1/2" spacers from him.