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Default Jk suspension help, suspension nuts please help

Hi guys, I have a jku crd 2014 model I have a 4.5 inch lift which includes Fox shocks, synergy springs, trackbar mount on rear and front, aftermarket front trackbar, swaybar disconnects, Currie HD draglink, teraflex alpine lower adjustable arms. Car drove pretty loose on the road, a bit of wondering. I recently purchased a teraflex tera44 housing 4+. Since installed the shop put aev correction brackets in and returned my front lower control arms back to stock. The car drives unbelievably good on the road now, but if you look at the way the springs sit( they are sagging) the bumpstops are way out of line, the bottom bumpstop spacers are facing the rear of the car. To me itís looks like the diff needs to be rolled forward, I did ask them to install ucaís But instead they put the aev correction brackets in. Now the passenger side coil spring tags the lip on the upper bumpstop during compression. The way the sprin sits in the diffs perch makes the coil sit on an angle facing the rear. This also makes me believe the diff should be rotated forward None of this happened with the standard d30 just wondered the road a bit

Do you think I should add adjustable ucaís?

Please help, spent a fortune on this diff and want to get it right


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Yes, looks like you need to rotate that axle around. Also looks like it might be off centre from the photo. Has it been centered? Is the sping sitting in the perch correctly? I've no experience with that axle but looks like there is something missing from the spring perch
Can you take a pic of the pinion angle and caster angle for us?

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The AEV correction brackets have 3 holes in them for different size lifts, which hole are yours in? For a 4.5 inch lift the upper control arm should be in the bottom hole, this would have some effect on how much your axle rotates.

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To me it drives like it has to much caster, steering kicks when hitting a bump or roll. The diff looks pretty centre. The springs are sitting in there retainers, because the diff is rotated backwards I think it makes the springs bend out backwards because the spring perches aren’t parallel with the ground so to say

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The angle of the C in the 2nd pic looks like it could have ~10 degrees of caster? What does the wheel alignment say it is?

From memory, I think it should be around 4.5-6.5 degrees.
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Dunno wheel alignments numbers, the shop had it done for me. The behaviour on the road leads me to believe excess caster, drives great at high speed until you hit variation in road surfaces and kicks the steering wheel
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You have a very server pinion angle. Hard to see the amount of caster in the photo. From what you say, it sounds excessive. If this axle is suited to 4+ they will have built in additional caster. Personally, I'd be trying to at least half that pinion angle - it should almost look straight with the driveshaft. That will bring the caster down at the same time and correct your spring perchs.
As a rule of thumb, you want the pinion angle as close to 0 as possible without sacrificing too much caster. If this axle has 10 degrees caster built in (like my dynatrac has) you should be able to achieve 4.5 degree caster and very little pinion angle.



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Thatís what I gathered that the diff needs to be rotated backwards. I voiced my opinions with the shop, they are going to move the upper arms up on the geo brackets from the 4.5 inch holes up to the 3.5 or even the 2.5 because my springs are sagging about 30mm. If this doesnít work I want them to remove the geo brackets and just put adjustable upper control arms as I have lower adjustable already installed. The slight kicking in the steering is bumpsteer, due to the massive Currie HD draglink balljoints it doesnít quite sit at the same angle as the trackbar. With the teraflex trackbar they sat pretty close to parallel
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If you replace the brackets, you will feel more harshness from bumps in the road.

I went from adjustable arms to AEV brackets, & found the ride to be immensely improved once the LCAs were horizontal again, as the closer to horizontal they are, the less vertical force is transferred to the chassis when hitting bumps.
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