That regular cab belongs to our friends over at Calibrated Power Solutions / Duramaxtuner. If there are any specific details that you are interested in on the build outside of the bars that we built for it, you might be able to find out more details on their TH-cam page or by reaching out to them directly.
How do you get the arc the bar travels in to match the position of the axle as it travels over bumps? With a big lift block between the bars and springs this wouldn't matter as much, since it would just twist the axle (pinion angle) a little without hurting anything. But without any blocks, I can see the axle and bars moving in different positions, putting a ton of forward/backward force on the bars and springs.
In our experience the effect is minimal for typical street truck suspension travel (limited to just a few inches). To be mindful of the potential arc differences during suspension cycling, we size and recommend bar lengths similar to vehicle driveshaft lengths and use poly bushings in our rear axle mounts for a more compliant connection than a solid heim joint. We have found these features combine with the natural ability of the leaf spring to flex without allowing the axle to rotate excessively and limits the potential for suspension bind. Increasing your traction bar length will further minimize potential concerns about arc difference. If you have an application that requires substantially longer suspension travel than stock and cannot tolerate axle wrap as a by-product (off-road trail riding, pre-running or dedicated competition drag racing for example) please give our team a call to see if a set of our bars are right for you or if something like moving to a dedicated linked coil spring setup is going to make more sense.
Thanks for the question, while we're not aware of any specific spring perch differences on the gas trucks, we haven't had one in the shop specifically to verify yet which is why we only list them for the diesels presently. If you're able to take some pictures of your rear axle setup as well as the leaf spring mounts, email them to sales@wcfab.com and we should be able to help you verify for sure if our bars will cross over to your application. 👍
Harsh shifts are something we recommend that you will want to address through transmission tuning adjustments and trans build components. Traction bars specifically help control the rapid loading and unloading that occurs with leaf springs resulting in wheel hop during acceleration. When you apply torque to the axle and have good traction, it wants to rotate the pinion upward. This bends or loads the leaf spring into an S shape. Wheel hop occurs when the spring unwinds back to normal and forces the pinion down unloading the axle assembly and overcoming the tire’s grip on the pavement. If you’ve got additional questions about this, please give us a call at 630-277-8239 and our team would be happy to help.
These are also nice for backing up in gnarly gravel or sand lol helps wheel hop so much.
Great product. Like to see a short video on that great looking F350 regular cab!
That regular cab belongs to our friends over at Calibrated Power Solutions / Duramaxtuner. If there are any specific details that you are interested in on the build outside of the bars that we built for it, you might be able to find out more details on their TH-cam page or by reaching out to them directly.
How do you get the arc the bar travels in to match the position of the axle as it travels over bumps? With a big lift block between the bars and springs this wouldn't matter as much, since it would just twist the axle (pinion angle) a little without hurting anything. But without any blocks, I can see the axle and bars moving in different positions, putting a ton of forward/backward force on the bars and springs.
In our experience the effect is minimal for typical street truck suspension travel (limited to just a few inches). To be mindful of the potential arc differences during suspension cycling, we size and recommend bar lengths similar to vehicle driveshaft lengths and use poly bushings in our rear axle mounts for a more compliant connection than a solid heim joint. We have found these features combine with the natural ability of the leaf spring to flex without allowing the axle to rotate excessively and limits the potential for suspension bind. Increasing your traction bar length will further minimize potential concerns about arc difference. If you have an application that requires substantially longer suspension travel than stock and cannot tolerate axle wrap as a by-product (off-road trail riding, pre-running or dedicated competition drag racing for example) please give our team a call to see if a set of our bars are right for you or if something like moving to a dedicated linked coil spring setup is going to make more sense.
Do you have to weld this one to the frame?
Yes, our frame side mounts are weld on installation.
Can you confirm that they fit 2020 f250 superduty with 7.3 gas godzilla engine. I see "powerstroke" in your description.
Thanks for the question, while we're not aware of any specific spring perch differences on the gas trucks, we haven't had one in the shop specifically to verify yet which is why we only list them for the diesels presently. If you're able to take some pictures of your rear axle setup as well as the leaf spring mounts, email them to sales@wcfab.com and we should be able to help you verify for sure if our bars will cross over to your application. 👍
Will this help prevent harsh shifts on higher hp levels?
Harsh shifts are something we recommend that you will want to address through transmission tuning adjustments and trans build components. Traction bars specifically help control the rapid loading and unloading that occurs with leaf springs resulting in wheel hop during acceleration. When you apply torque to the axle and have good traction, it wants to rotate the pinion upward. This bends or loads the leaf spring into an S shape. Wheel hop occurs when the spring unwinds back to normal and forces the pinion down unloading the axle assembly and overcoming the tire’s grip on the pavement. If you’ve got additional questions about this, please give us a call at 630-277-8239 and our team would be happy to help.