Follow Up

[LostInTransit]

As part of our continuing experiment of upgrading the suspension of a 2020 Transit Connect, for the last 2 years we've been testing the Cobra Suspension rear lowering springs on the van. When first installed, these springs were listed as being 40mm lowering springs which was actually the distance between the tire edge and the fender edge. But over these last 2 years, the springs have started to sagging, and the tires have been hitting the fender edge on a regular bases. They went from the 40mm down to 34mm. At one point we've attempt to have a tool made that would curve or bend the fender edge inward. But never got around to having this tool made.



Our most recent project include a custom set of rear springs that are 2'' shorter and 20% stiffer than factory, which were installed on the cargo version of the van. we had a spring company design a set of rear springs for the van based on the desired specs and they completed this task in less than 4 weeks. We got the springs 3 weeks ago and test fitted them just to make sure the specs were spot on. All doubts where pushed aside when the springs went right in.



With the springs now verified, we had the springs sent to our powder coaters where they laid down a thick bright red color.. got the springs back last week and installed them for the last time.



These new springs are very tight and stiff so much so that the front factory springs seem to bouncy more often now. which means these will also be upgraded to a stiffer shorter set from the same spring manufacture.

 

[LostInTransit]

I've forwarded your information to CSS the engineers who created my lowering springs. As this could be an alternative.

 

[BrianPetersen]

here's the culbrite:

View attachment 8393
This is what's referred to as the upper spring seat. it's a metal tube with a top flat surface and a rubber gasket at the top. In the middle of this gasket is a nub and under the nub is part of the metal tube. This is placed on top of the spring then inserted into a hole located in the chassis frame and that's it.. there's nothing retaining this upper seat flush with the chassis other than the compressed spring. I'm on a mission to see if someone can redesign this so that it could lock in place, yet when unlocked can be extracted for maintenance. what's to say that when the factory springs are installed that this upper seat doesn't fall out again. I fear this is a bad design from ford and this part needs to be redesigned or reworked by someone who can create a means of attaching this to the frame.

It isn't a "bad design from Ford". It isn't a problem until you created it!

Every front-drive vehicle that I've ever owned that has twist-beam rear suspension, and there's been a few, relies upon spring preload to hold the rear springs (and spring seats) in place, via the dampers running out of travel in extension before the spring runs out of preload. There is no need for anything to be locked in place.

This is why Bilstein B8 dampers (intended for use with lowering springs) are shorter and have shorter travel than B6 dampers (intended for use with stock springs).

 

[LostInTransit]

Thanks to all those knowledgeable engineers for helping islocate this issue. Although I'm not able to locate the specs for the FoMoCo/Motorcraft shocks ( ASH-85936 & KV6Z-18125-A ) that were designed for our van, I'm under the impression that the shocks were designed for the cargo van which has longer/taller rear springs. If this is the case, they survived road travel for 6 months before failing or hyper extending beyond the norm causing the rear springs to pop out. We've ordered a set of the KYB Excel-G shocks which have a spic of 11.08 inch down travel and a 17.99 up travel which seems to be the ideal number for the rear springs. I checked this the other day with the shock limiter straps which measured 16'' but can stretch to 17.35 inches. Come Wed, we'll know for sure if the FoMoCo shocks was a bad choice for our 2'' lowered rear coil springs.

We'll find out and learn more this Wed.