Best soft ride springs

[JTGuy]

My JTR is my DD mostly street. No heavy loads or towing. My Mopar 2 inch lift springs are OK but just wondering if there is a better riding spring. Seems everyone has a soft ride coil and claim the best ride. I like my 2 inch lift and don't want to go over 2 1/2. I will be having Accutune build some Fox 2.5 with res and adj for shocks. Synergy has some interesting springs as they don't need to on a perch to sit level.

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[kevman65]

Try your new shocks before you do anything with springs.

 

[TheRealStreetcommander]

Agree with the above. Spend some coin on a set of quality adjustable shocks. You can turn them down to soft mush, and then when you grow tired of how terrible a ride that creates, you can find a good softly damped middle ground. Plus, adj. shocks will give you much better flexibility if you do decide to change the springs later.

 

[JTGuy]

I will need to know the. lengths created by the springs first. The shocks I get from Accutune will be quality custom tuned and adjustable with a remote reservoir.

 

[kevman65]

I will need to know the. lengths created by the springs first. The shocks I get from Accutune will be quality custom tuned and adjustable with a remote reservoir.

Your problem is probably NOT the springs and all in the shocks. The shocks are there to control the springs. If you absolutely want new springs, then choose what you want. If you don't want a stiff suspension, stay away from the HD springs that are available.

Synergy springs are stiffer than stock, and softer than almost everyone else out there. But hardly anyone out there is going to say their springs are soft.

If you want to give Accutune numbers, take out a front and rear spring and go to a spring shop and have them take them through the paces to get spring rate, full extension, full compression measurements.

 

[High Alextude]

What tires, load rating and psi are you running as well? Mopar lift springs (at least from a JL standpoint) are not terribly stiff from my experience. Def wait until the new shocks are on and possibly lower psi on tires depending on where they are at.

 

[JTGuy]

I am really pleased with the BFG KO2 37s in C rate. I have them at 34PSI but could go lower. They ride great and feels like less steering effort. They roll right over some of the bumps the 315s felt. The way it sits now there is no rub any time. Not sure I need to change springs or if anything would be better. Maybe just a 1/2 inch spacer F & R for a little more travel. I don't think I need to add any bump stop spacer.

 

[Gizmo]

It would be nice if the sellers would post spring specs. It would take the subjective opinions out of this game all together then We as consumers can know what we are buying based on facts instead of opinions But they wont so we keep buying springs until we get what we actually want . Same with shocks , has to be a better way of marketing them so we could make a educated choice without spending large amounts of money

 

[JTGuy]

Synergy shows the spring rates on their suite. They will talk to you on the phone about their products. Accutune will also talk about Fox shocks.

 

[Gvsukids]

Agree with the above. Spend some coin on a set of quality adjustable shocks. You can turn them down to soft mush, and then when you grow tired of how terrible a ride that creates, you can find a good softly damped middle ground. Plus, adj. shocks will give you much better flexibility if you do decide to change the springs later.

So it doesn't matter if the springs are progressive or triple rate? The ride is more about the shocks?

 

[TheRealStreetcommander]

Generally, yes. The shock determines 90% of ride quality, feeling, and performance. Spring rates vary much less than people realize, I think.

Unless a “triple rate” spring is a brand name or slang, like a “3/4” race cam”, a triple increase in spring pressure would be outrageous and destructive in every way on factory components and stock geometry.

In simple terms, the nominal spring rate is determined mostly by sprung-weight, and the anticipated working loads.

Springs rates and behavior are very important, but it may be best think about the % change to be roughly similar to your % change in sprung-weight and payload. The shock controls the 90% of what is actually felt, and that’s why it’s critical that’s it’s adjustable if you plan to play clown games with weight and spring rates.

There’s more to it when you deviate significantly further from stock weights and geometry, but money is normally much better spent on good adjustable, and hopefully rebuildable, shocks.

Another caveat to watch for is UN-sprung weight. Increases here are usually the result of prepubescent man-babies mounting uselessly heavy clownrounds and gigantic tires. Un-sprung weight has a linear effect on spring rates, but a compounding effect on shock rates and degradation. Again, reinforcing the criticality of shocks over springs.

 

[caryt]

I'd relook at your shock tuner..been there done that. IMO if you want the best ride quality contact Phil at Liberty Mountain Fab. Mine rides incredible, 7400lbs had 3.5" claytons HD's diesel's with Phils ADS 3 tube bypasses and rode great but swapping to front Synergy 4.5" gas as recomended by Phil was a game changer.

 

[JT1]

Generally, yes. The shock determines 90% of ride quality, feeling, and performance. Spring rates vary much less than people realize, I think.

Unless a “triple rate” spring is a brand name or slang, like a “3/4” race cam”, a triple increase in spring pressure would be outrageous and destructive in every way on factory components and stock geometry.

In simple terms, the nominal spring rate is determined mostly by sprung-weight, and the anticipated working loads.

Springs rates and behavior are very important, but it may be best think about the % change to be roughly similar to your % change in sprung-weight and payload. The shock controls the 90% of what is actually felt, and that’s why it’s critical that’s it’s adjustable if you plan to play clown games with weight and spring rates.

There’s more to it when you deviate significantly further from stock weights and geometry, but money is normally much better spent on good adjustable, and hopefully rebuildable, shocks.

Another caveat to watch for is UN-sprung weight. Increases here are usually the result of prepubescent man-babies mounting uselessly heavy clownrounds and gigantic tires. Un-sprung weight has a linear effect on spring rates, but a compounding effect on shock rates and degradation. Again, reinforcing the criticality of shocks over springs.

Triple rate is exactly what it sounds like. You have a soft first rate that is totally collapsed at ride height. This is what keeps the coil from unseating at full droop.

Then you have the main rate that you ride on through most of daily driver suspension movement.

The third rate is typically to keep you from bashing into your bumpstops as you drop off a shelf or land while playing fast offroad.

Shocks do have a great deal to do with ride quality, but if you have front springs with a working rate of 200+ pounds per inch, you don't get a whole lot of suspension movement during regular driving.

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