Skyjacker Knowledge Base
Kit vs System - What's right for me?
Hydro, Nitro & Platinum Series Shocks - The advantages of each
Skyjacker Product Features - A breakdown of the components that make up your lift kit
Tech Terms - Defining common suspension terms
With all the options Skyjacker offers, it's easy to get confused about what options you may need for your vehicle. You'll notice throughout the Skyjacker section, that there are Kit and System options available for most applications. Here's the low down.
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Skyjacker® Hydro and Nitro Shocks Skyjacker® Suspensions offers you a high quality shock absorber with true velocity sensitive valving. Shock absorbers, or spring dampers as it is called everywhere else except in the U.S., control the rate at which suspension springs compress and rebound. As the shock is pushed together, this is called bump or compression. As the shock expands, this is called rebound or extension. Absorbing the ‘shock’ of bumps and suspension loading is actually performed by the springs in the suspension. Controlling the energy stored in the spring is the shock’s real job.
Performance. The performance specific internal components of Skyjacker’s shocks respond to the on-and-off-road conditions instantly. Whether you are going over rough or smooth terrain at slow or fast speeds, the true velocity sensitive valving produces a stable, controlled level of resistance for better handling, improved stability, and maximum comfort. The technological innovations of these durable, long lasting shocks from Skyjacker® deliver a noticeable advantage over the original equipment and other shock dampeners. Skyjacker’s shock absorbers deliver a safe, comfortable ride with improved handling and stability. They keep the tires in contact with the terrain and put you in control of the road ahead.
HYDRO 7000 FEATURES
NITRO 8000 FEATURES
Platinum Coils Only 5160H alloy material is used to ensure the consistency of all the PLATINUM Series Coils. Each spring is preset to solid to add memory and eliminate settling. They are then load tested at 100% curb weight. A fi nal height rate test is used to certify the consistency of the pound rate through the complete travel cycle.
Platinum Coils wrap the Platinum Coil-Over Shocks which Feature...
Read More about the following components:
Rear Block & U-Bolt Kits are usually used to make a ‘KIT’ in a Skyjacker® suspension lift. But a “KIT” could also be a combination of Blocks & U-Bolts AND Add-A-Leafs.
The Steering is a very crucial part of your vehicle. It has to be addressed when lifting the vehicle to ensure proper alignment, handling characteristics, and safety. Skyjacker® addresses these issues with every suspension lift we design. In many cases, there are options and variable combinations depending on the lift height, specific vehicle, price range, etc. to achieve the proper steering geometry. Build it right the fi rst time because improper steering geometry can result in wandering, bump steer, linkage binding, and increased wear on components (i.e. tie rods, ball joints, pitman arms, draglinks, steering arms, etc.).
The Pitman Arm is a steering component that transfers gearbox motion to the steering linkage/drag link. In several cases when a lift is installed, a longer drop pitman arm is supplied to correct the drag link angle and eliminate bump steer.
The Drag Link transfers the motion from the pitman arm to the steering knuckle on the axle. It connects the pitman arm at the steering box and the steering arm at the axle. This drag link is adjustable so that turning radius can be adjusted evenly to center steering from left to right.
The Steering Arm transfers motion from the drag link to the steering knuckle. It attaches to the steering knuckle on the axle. Raised steering arms are available for the ´73-´87 Chevy to correct the drag link angle.
The Sway Bar, also known as an Anti-Sway or Anti-Roll Bar, is a device used along with shock absorbers to provide additional stability. A sway bar is a metal rod that spans the entire axle and effectively joins each side of the suspension together. It attaches to the suspension via sway bar end links. When the suspension at one wheel moves up and down, the sway bar transfers movement to the other wheel. When a vehicle is turning left or right, weight is transferred to the opposite side of the vehicle. The sway bar helps to limit the vehicle sway or body roll during cornering and creates a more level ride.
In some applications, Skyjacker® offers stronger, heavyduty replacement sway bars to farther increase the vehicle’s handling characteristics. Skyjacker® also offers Quick Disconnects Sway Bar End Links to allow the vehicle’s suspension to articulate or fl ex independently.
The Torsion Bars are spring steel rods that operate by twisting and untwisting to provide coil-spring-like performance. One end of a bar is anchored to the vehicle frame. The other end is attached to a wishbone/A-arm, which acts like a lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical motion is transferred to the A-arm and then, through the levering action, to the torsion bar. The torsion bar then twists along its axis to provide the spring force. A torsion bar design can be found on Independent Front Suspension (IFS) vehicles (ex. ´88-´06 Chevy/GMC Pickups, ´97-´03 Ford Pickups, ´86-´95 Toyota Pickups & SUVs). These vehicles use a torsion bar design as opposed to a coil spring, or strut design.
A Track Bar, also known as a Panhard Bar, is used to hold the axle centered under the frame/body. Without a track bar, the axle would be able to move side to side. A track bar can be found on the front and/or the rear of many vehicles with a solid axle and coil spring suspension. Many OEM has utilizes this design at one time or another (ex. Jeep TJs, Cherokees, Dodge Pickups, Ford Pickups & Broncos, Chevy/GMC SUVs, H2, Escalade, etc.). When a lift is installed, depending on the height, the track bar must be relocated or replaced by a longer track bar to keep the axle centered under the body.
Wheel Alignment consists of adjusting the angles of the wheels so that they are perpendicular to the ground and parallel to each other. Each vehicle carries a distinct alignment specifi cation. If the alignment is out, it can cause excessive tire wear and steering (i.e. ball joints, rod ends, etc.) or tracking problems. The purpose of these adjustments (Camber, Caster, Toe, and Tracking) is maximum tire life and a vehicle that tracks straight and true when driving along a straight and level road.
Camber is the angle of the wheel, measured in degrees, when viewed from the front of the vehicle. If the top of the wheel is leaning outward of center, then the camber is positive. Leaning inward, then the camber is negative. If the camber is out of adjustment, it will affect the way a vehicle handles & cause tire wear on one side of the tire’s tread. If the camber is too far negative, for instance, then the tire will wear on the inside of the tread. Too positive will wear the outside of the tread.
Caster is the forward or backward tilt of this steering axis, measured in degrees, when viewed from the side of the vehicle. The steering axis is a line through the upper and lower ball joints. If the top of the axis is leaning toward the rear of the vehicle, then the caster is Positive. Leaning toward the front, the caster is Negative. The diagram shows a 70’s model Ford with Positive caster. Positive caster improves straight line tracking because the steering axis intersects the ground ahead of the area where the tire contacts the ground.
Toe-In or Toe-Out is the measured difference in the distance between the front of the tires and the back of the tires. It is measured in fractions of an inch in the U.S. and is usually set close to zero that means that the wheels are parallel with each other. When the distance between the front portions of the tires is closer than the rear portion that is known as Toe In. When the distance between the rear portions of the tires is closer than the front portion that is known as Toe Out. Toe is always adjustable on the front wheels and, on some vehicles, is also adjustable for the rear wheels.
Tracking means that each of the rear wheels is an equal distance from the centerline of the vehicle; therefore, when the vehicle is moving straightforward the tracks of the rear tires should be parallel to the vehicle’s centerline.There are two main types of 4-wheel alignments. In the first type, the rear toe and tracking is checked, but all adjustments are made at the front wheels. This is done on vehicles that do not have adjustments on the rear. The second type is a full 4-wheel alignment where the adjustments are first made to true up the rear alignment, and then the front is adjusted. Correct Track Bar alignment is a factor in many solid axle vehicles with coil spring suspensions.