Since you've opened this up for anyone to post here :grinpimp:

I've been looking closely at your Hybrid shocks. They look pretty slick, and the price point isn't bad. Do they come with springs? or are the Springs separate?

What kind of vehicles would you recommend these for? Light weight crawlers that want to go fast? Heavier crawlers that a normal 2.0 air shock shock can't support? For people that just can't quite afford a full remote-reservoir coil-over?

What are the Pros and Cons of these vs. your regular coil-overs or air shocks?

Perfect question - exactly what I've been wondering myself...

how long should thay last compared to a regular coil over ? i understand they will "fade" do to the nature of an airshock, but i mean seal life and etc. should DD them make a diffrence ?

and do you valve then like an airshock - or a coilover - do you sell valve kits ? tuning hints ?

I want to know if they will work without springs like a airshock. And later on if you decide you need springs you can buy them.

I will post as much info as we have gathered during the short period that these have been in testing and on the market.

These shocks were designed to be an intermediate solution between the air shock and the coil-over. The air shock has pros and cons, they are bad for daily driving due to the inherent body roll. They are good for hard bumps and lots of flex due to their geometric spring rates. The Hybrids meet in the middle and provide the large shaft and geometric spring rate that the air shock has to offer, and the load bearing / anti-body roll properties of the coil-over.

You can run any valving in the Hybrid that you can in one of our coil-overs, which makes them versatile. You can run them with as little as 20 lbs of nitrogen, and use them solely as a shock provided you use heavy coil springs), or use them with no springs and a full nitrogen load (up to 500 psi). We recommend you choose a road in the middle. You can achieve a good balanced ride by choosing a softer than normal coil spring rate (about 20-25% less) and playing with nitrogen pressures, bleed screw counts and valving. The overall effect is a softer ride with 'air-bump like' qualities near full compression, controlled body roll and easily adjustable adjustable ride height via two methods.

The shock shaft is identical to our air shocks and should hold up to daily driving without incident. They have a nitro coating that is more resistant to micro porosity than chrome.


We welcome any experiences from customers that have used our Hybrids as these are still new even to us.

- Jeff

We've got a set of these in the shop, and I defintely like the quality of them, my question would be, I saw a post saying you could make 20s, what kind of price change would it be to get there? Could it be made to use a triple rate style kit, with 3 full springs?

I will...someday...have a set of these on the back of my heavy pig of a Scout.


I love the concept!

I will post as much info as we have gathered during the short period that these have been in testing and on the market.

These shocks were designed to be an intermediate solution between the air shock and the coil-over. The air shock has pros and cons, they are bad for daily driving due to the inherent body roll. They are good for hard bumps and lots of flex due to their geometric spring rates. The Hybrids meet in the middle and provide the large shaft and geometric spring rate that the air shock has to offer, and the load bearing / anti-body roll properties of the coil-over.

You can run any valving in the Hybrid that you can in one of our coil-overs, which makes them versatile. You can run them with as little as 20 lbs of nitrogen, and use them solely as a shock provided you use heavy coil springs), or use them with no springs and a full nitrogen load (up to 500 psi). We recommend you choose a road in the middle. You can achieve a good balanced ride by choosing a softer than normal coil spring rate (about 20-25% less) and playing with nitrogen pressures, bleed screw counts and valving. The overall effect is a softer ride with 'air-bump like' qualities near full compression, controlled body roll and easily adjustable adjustable ride height via two methods.

The shock shaft is identical to our air shocks and should hold up to daily driving without incident. They have a nitro coating that is more resistant to micro porosity than chrome.


We welcome any experiences from customers that have used our Hybrids as these are still new even to us.

- Jeff


How do you think they'll hold up on a super light rig in the go fast areas? DO you think they'll heat up too quickly without the added oil capacity of a remote reservoir shock, or will the almost dual rate capability will help reduce some of the heat.

ie: Is the greater amount of heat typically generated by the rapid compression/decompression of the nitrogen in the air shock or is it caused more by the oil moving through the valves dampening the movement?

How do you think they'll hold up on a super light rig in the go fast areas? DO you think they'll heat up too quickly without the added oil capacity of a remote reservoir shock, or will the almost dual rate capability will help reduce some of the heat.

ie: Is the greater amount of heat typically generated by the rapid compression/decompression of the nitrogen in the air shock or is it caused more by the oil moving through the valves dampening the movement?

I can say this much, they will not work as well as a coilover with res. They will fade much like a standard air shock with rapid cycling. We are in development of a solution to this problem (an testing :smokin:) but can't really say too much about this right now.

We've got a set of these in the shop, and I defintely like the quality of them, my question would be, I saw a post saying you could make 20s, what kind of price change would it be to get there? Could it be made to use a triple rate style kit, with 3 full springs?

Yes we can do that, I'll get a quote and lead time for you today.

I can say this much, they will not work as well as a coilover with res. They will fade much like a standard air shock with rapid cycling. We are in development of a solution to this problem (an testing :smokin:) but can't really say too much about this right now.
I'll be keeping an eye out for those :grinpimp:

Yes we can do that, I'll get a quote and lead time for you today.

2.5" flavor please:D
What's the limitations on length? Basically I want the advantages of a long travel shock, without the progressive tendancies of tilting them in towards the center. I could find room for even 24s if it where and option.

Jeff, i have these shocks on my truck and i have some things id like to talk to you about regarding them. I talked to Will today on my lunch hour - he said to PM you about them if id like to talk to you. Great quality on the shocks btw. I just need to figure a couple things out.

Adam

EDIT: thanks jeff for the quick response.

Any Luck Jeff?:D

Any Luck Jeff?:D

PM sent, thanks - Jeff

Thanks Jeff. I'll get back to you:smokin:

Yes we can do that, I'll get a quote and lead time for you today.

Could you shoot me a quote for these as well please? I would be interested in a set of 2 for the rear of my RamCrawler! Also would the price include the triple rated hardware? Then info on which springs to pick for the proper application and shock valving application and such??
Thanks Jeff,
Matt

i am intrested in these shocks for a s10 that will be back halfed. it is an extended cab with sbc th400 and 205 will these shocks support the weight of this vehicle?

i am intrested in these shocks for a s10 that will be back halfed. it is an extended cab with sbc th400 and 205 will these shocks support the weight of this vehicle?
I think these would do well for that truck. I seem to recall a rough standard of 1000lb per corner being a max for the old 2" air shocks. These are slightly larger shafts and also have the spring to carry a good portion of the load so I'd imagine their load carrying ability is quite a bit higher than that.

I wonder what the load capacity is - I'd love to put these on my full bodied Early Bronco...

I'm working on getting a little more technical data on the hybrid but you guys are correct. With the larger shaft size and the addition of coils the the hybrid is designed to handle more weight. I'm trying to find out about the valving to see if it can be bumped up higher to help control more weight. I want to know how high we can go with the valving which should ultimately tell us how much weight we can control per corner. In addition, like the air shock you should not exceed 500 psi at full extension on the air portion so if you're approaching this point you'll need stiffer coil springs to bring this back down.

The only caveat I'd imagine is that the more weight (and therefore tighter valving to control it) then the faster you heat up the shocks.


I'm talking totally out of my ass here, but...
I'm thinking these would be great on a heavy rig that you want to go slow with, and on a light rig that you want to do a mix of driving with.

I don't think they're designed for true high-speed driving due to the lack of a reservoir, but they're probably perfect for most people's trail riding needs.

The only caveat I'd imagine is that the more weight (and therefore tighter valving to control it) then the faster you heat up the shocks.


I'm talking totally out of my ass here, but...
I'm thinking these would be great on a heavy rig that you want to go slow with, and on a light rig that you want to do a mix of driving with.

I don't think they're designed for true high-speed driving due to the lack of a reservoir, but they're probably perfect for most people's trail riding needs.

We can get a hybrid with reservoir, but it might substantially add to the cost. As with all the suspensions the lighter the vehicle the more adjustability and tunability you have. I really like the hybrids for their ability to be adjusted anywhere so this suits those drivers who are in the mud one day and want a tall ride height and the rocks the next where they want a more supple suspension. They save cost initially and in the fact that once you get a decent set coil spring rates you can tune the rest using the N2 avoiding have to buy more coil springs to change spring rates.

We will be releasing a BETA version spring calculator in a few days for testing purposes so that you guys can compare spring rates using coilovers, air shocks, and hyrids as well as some other general spring calculation information. It's simple to use and interpret unlike some of the more detailed calculators out there.

Sounds great - I've got a heavy rig and like to crawl with it, so I think these are the logical choice when I want to ditch my progressive coils and leaf springs...

I'm working on getting a little more technical data on the hybrid but you guys are correct. With the larger shaft size and the addition of coils the the hybrid is designed to handle more weight. I'm trying to find out about the valving to see if it can be bumped up higher to help control more weight. I want to know how high we can go with the valving which should ultimately tell us how much weight we can control per corner. In addition, like the air shock you should not exceed 500 psi at full extension on the air portion so if you're approaching this point you'll need stiffer coil springs to bring this back down.

I could test a set out on my front of my Dmax if you want to see some weight on them :D.

After talking to the designer the main point of the hybrid was to produce an air shock that could be daily driven. We all know the tendencies of an air shock to have some quirky driving characteristics at speed. With the addition of the coils this allows you to better control the sprung mass of the vehicle. In doing this, you also increase the effective load carrying capacity of the air shock if you add the coil springs. So you still have the same ability to adjust the spring rate on the fly, but now the range of uses for such a product is increased by adding coils which will help prevent fade and excessively soft ride characteristics due to the very non-linear nature of the air shock. So we have

Coilovers
-Very tunable spring rate and damping, unmatched performance,
-Somewhat expensive initial cost and tuning costs

Hybrids
- Good performance on and off road, less expensive initial cost, easily tunable spring rate,
-Less tunable damping rate than a coilover, susceptible to fade if too much of the sprung mass is supported by N2 rather than coil springs

Air shocks
-Low initial cost, easily tunable spring rate
-Not recommended for daily driving, if something fails you are without a spring to support that corner until a replacement is in place or a repair is made

After talking to the designer the main point of the hybrid was to produce an air shock that could be daily driven. We all know the tendencies of an air shock to have some quirky driving characteristics at speed. With the addition of the coils this allows you to better control the sprung mass of the vehicle. In doing this, you also increase the effective load carrying capacity of the air shock if you add the coil springs. So you still have the same ability to adjust the spring rate on the fly, but now the range of uses for such a product is increased by adding coils which will help prevent fade and excessively soft ride characteristics due to the very non-linear nature of the air shock. So we have

Coilovers
-Very tunable spring rate and damping, unmatched performance,
-Somewhat expensive initial cost and tuning costs

Hybrids
- Good performance on and off road, less expensive initial cost, easily tunable spring rate,
-Less tunable damping rate than a coilover, susceptible to fade if too much of the sprung mass is supported by N2 rather than coil springs

Air shocks
-Low initial cost, easily tunable spring rate
-Not recommended for daily driving, if something fails you are without a spring to support that corner until a replacement is in place or a repair is made
excellent info. This is what I was looking for!

im interested to see how mine do after the re-valving. :D

Good idea on starting the thread - have just about finished collecting parts for a 4 link (including some of your 2.63" forged joints and hardware) and have been contemplating going this route versus regular coil-overs.

Also, looking forward to the calculator you mention (anything helps). If only someone had the time to put together a real world experience d-base or listing of what other folks have done: vehicle types, modifications, weight, etc. - combined - with shock choice, valving, spring rates, etc. would be extremely helpful for those of us stuck in places where there aren't many folks running these types of setups...

so after my reading no oil is involved in tuning these like a regular air shock.

Yes, you can tune with adding oil as with an air shock. - Jeff

Jeff -
I sent you a reply PM about the 24" Hybrids and it had some more questions about them requesting measurements for eye to eye when compressed and extended. Then I also added a request for info about 20" Hybrids complete with hardware and coils, (basically the same way you quoted me for the 24"ers) and if you could also add the measurements for them as well please?? I am trying to get an idea of how much I am going to be looking at to get the truck sprung up if I don't win your giveaway!!! :laughing: I am thinking the 20" x 2.5" in the front with the 24" x 2.5" in the rear.
Needless to say it would be a good chunk of $$ headed your way man!!!!!:eek:
Thanks for the quotes and the measurements! I look forward to the PM so that I may start planning!:smokin:
- Matt

I am working on getting you the measurements.

I emailed Jeff a while back about swapping out my standard Ballistic air shock bodies for threaded bodies to convert to a hybrid shock, i never heard back about a price on this, any info?

I emailed Jeff a while back about swapping out my standard Ballistic air shock bodies for threaded bodies to convert to a hybrid shock, i never heard back about a price on this, any info?

Pm'd

These sound interesting!! There's a racing series up here that they set up a timed slalom course around a pit.Think these hybrids would work good for the fast stuff for short rips around a pit,like 2 or 3 minutes of really pounding on them.

I had air shocks and really like the way they worked but didn't like how you could only run 4" up travel and still keep the rig stable.Switched to Coilovers,but don't have the room for air bumps.Want to be able to keep the buggy good in the rocks and beable to go fast too.

These sound like the cats ass!!

What are your thoughts?

Rue

If you run the coils over Nitrogen you will have a much more linear spring rate assuming you run at a lower air pressure on the hybrid than you would on an air shock. You will be able to run with more up travel on this setup and maintain stability as well. The only place a hybrid will fall short of a coilover is in the tunability of the damping characteristics and in long race situations where you will see some fade, but this can be greatly minimized by running low nitrogen pressures with higher coil spring rates to achieve your desired overall rate.

I emailed your sales address about getting some of these hybrids to Australia about a week ago, but I've no reply as yet.

Could you pls let me know what the approx freight costs would be to Brisbane, Australia? I'm after 2 of the 16" Hybrids. Spring rates to be decided.

Thanks.

Micka

can i get these in a 8 or 10 inch version?

can i get these in a 8 or 10 inch version?

I'm working on getting pricing for these. Will Pm you with further details.

So how dose having an air charge affect the spring frequency in these hybrids vs a standard coilover?

So how dose having an air charge affect the spring frequency in these hybrids vs a standard coilover?
You get the progressive rate of standard air shocks, with the heavier load capacity of a coil over. You also get the easy tunability of air shocks.

You get the progressive rate of standard air shocks, with the heavier load capacity of a coil over. You also get the easy tunability of air shocks.

I understand that, but that is not what I asked.

What I am asking is, how dose having an air charge affect the final shock frequency. If at all. Frequency being different than the spring/shock rate.

I understand that, but that is not what I asked.

What I am asking is, how dose having an air charge affect the final shock frequency. If at all. Frequency being different than the spring/shock rate.

Yes, the Nitrogen charge will change the spring rate as well as the damping coefficient. This is a coupled effect that an air shock inherently has, that a coilover does not. You can adjust the valving within the air shock to help get around it, however as soon as the Nitrogen pressure changes again then the damping is changing as well. Hybrids will allow you to change the spring rate independently of the damping, by changing the spring rate of the coil springs, so you have some more room for adjust ability based on the ratio of the spring rates due to the Nitrogen pressure and the coil springs. Because of this increased adjustability, you also get some more adjustability of the damping characteristics.

If you're asking about how it effects the wheel frequency then it does not have an effect due to damping. The natural frequency of the system is not effected by the damping coefficient, but it is affected by the spring rate as well as other things; therefore you are adjusting the frequency but not because you are changing the damping, it's because you are changing the spring rate. The steady state response of the wheel is affected by both the damping characteristics an the spring rates however.

So I can include the spring rate of the air charge by PSI/sq.in? Thus the resulting progressive rate due to the increase in PSI as it compresses. Correct? I'm sure its posted somewhere but whats the sq.in. of the hybrids for the compressive/extension sides?
Been reading up on my roommates race car performance in addition to some of the tech writeups on here. Starting to feel dangerous, or possibly just confused. Although Im pretty sure the compressed air is going to make little difference in the frequency when 95% of the weight is on the springs.

So I can include the spring rate of the air charge by PSI/sq.in? Yes you can include the spring value due to the Nitrogen charge resulting in a set of springs in parallel. Thus the resulting progressive rate due to the increase in PSI as it compresses. Yes, but the nature of the increase in spring rate in an air shock is highly non-linear. Correct? I'm sure its posted somewhere but whats the sq.in. of the hybrids for the compressive/extension sides?
Been reading up on my roommates race car performance in addition to some of the tech writeups on here. Starting to feel dangerous, or possibly just confused. Although Im pretty sure the compressed air is going to make little difference in the frequency when 95% of the weight is on the springs. Correct again, therefore I typically suggest a 70/30 split between coil springs and Nitrogen charge

To truly get the best tuning possibilities and damping characteristics a coilover is your best bet. They will allow you to tune the damping coefficient much better with specific valving changes.

However for 90% of rockcrawlers the speed is so slow that minute changes in valving rarely have a noticeable effect that the average driver can feel so the hybrid works well as it easily lets you change the spring rate which any driver will notice and you can get the damping to a happy medium pretty easily. Tuning shocks must be done on the vehicle, not on paper, but springs can be calculated fairly accurately on paper.

To truly get the best tuning possibilities and damping characteristics a coilover is your best bet. They will allow you to tune the damping coefficient much better with specific valving changes.

However for 90% of rockcrawlers the speed is so slow that minute changes in valving rarely have a noticeable effect that the average driver can feel so the hybrid works well as it easily lets you change the spring rate which any driver will notice and you can get the damping to a happy medium pretty easily. Tuning shocks must be done on the vehicle, not on paper, but springs can be calculated fairly accurately on paper.

Appreciate the info and you all setting up this section for us to ask questions!!!

Now could you do another 10% off sale I got a big shopping list:smokin:

I have built several rigs using Fox and SAW air shocks, but I am a complete newbie when it comes to coilovers. I am currently building a new Samurai buggy, and would like to try the hybrids. Will probably use 12" in the front and 14" in the rear. Wheelbase will be around 105", total weight around 3000 lbs, and will be using 37" to 39" tires.

My question is, do you use a single spring on these shocks, or a main plus a tender? Also, what length spring(s) would be appropriate, and what spring rate(s) would get me in the ballpark?

For those wanting some more information on calculating spring rates for the hybrids, air shocks, and standard coilovers I do have my latest version of my spring calculator handy and I am looking for people to use it and give me some feedback on accuracy and interface before we go mainstream with it. Shoot me an e-mail at Eng@ballisticfabrication.com. It is Excel based so you must be running a fairly recent version to use it as some of the formatting is lost in DOCX or Google Docs.

I noticed your compressed/extended shock lengths are the same for your hybrids, air shocks, and remote res. coilovers.

-Is that correct?
-Is that the max/min length or the length between mounting bolts?
-What is an approximate lead time on 14"-16" hybrids and remote res. coilovers?

Could someone please tell me if the spring is captive at both ends of the Hybrids?
If not then are they able to be made that way??

Cheers Nottie

My question is, do you use a single spring on these shocks, or a main plus a tender?

I think this question^^^ and the one below are very closely linked.

Could someone please tell me if the spring is captive at both ends of the Hybrids?
If not then are they able to be made that way??

Cheers Nottie


I would also be very interested to know if the spring(s) is captive at both ends. It looks like there are 2 springs in the pics on the Ballistic website though.

The hybrid is setup just like a standard dual or triple rate coilover so you can use two springs with a tender or not tender coil, depending on the length of the hybrid and the length of springs you plan to use as well as extension and compression distances.

The hybrid is setup just like a standard dual or triple rate coilover so you can use two springs with a tender or not tender coil, depending on the length of the hybrid and the length of springs you plan to use as well as extension and compression distances.

Ok I maybe simple with asking what do you mean by a Tender (3rd spring?).
What I think Nottie means by are they captive at either end, Are they retained at each end of the shock?? And the middle part where the 2 springs join?

I guess you could say that the top and bottom are captive with a floating slider in the middle which can be set to bottom out. So here is how the hybrid works which is how I think of it.

1st stage: 2 coil spring series which are in parallel with air shock

2nd stage (After slider has bottomed out): 1 coil spring in parallel with air shock

3rd stage: You've bottomed everything out and have no further compression travel

Thanks for that reply.

But what about when the other shock is fully extended? Is there any extension tension on the spring or does it completely unload like a normal air shock?

Thanks for that reply.

But what about when the other shock is fully extended? Is there any extension tension on the spring or does it completely unload like a normal air shock?

It will unload and drop off the perch if your springs are too short and you do not use the 3rd tender coil. The tender coil is used to keep the springs from loosing all pre-load under full extension.

Ok Ive been debating asking this but I figure if Im going to drop the $ on coilovers or hybrids I can ask what ever I want. Plus I have faith you will have a good answer.

Your shocks collapsed lengths appear to be consistently longer than competitors collapsed lengths.

Example
Ballistic 2.125" dia 16" coilovers: Collapsed length=26.5"
Competitor (1) 2.0" dia 16" coilover: collapsed length=24.05"
Competitor (2) 2.0" dia 16" coilover: collapsed length=24.15"

Any reasons why?

In line with the whole LCoG trend 2" makes for a big difference. Although I am not going as low as some of the builds on here have, if I can achieve the same bump travel while gaining 2" of down I will go that route. Unless it means sacrificing some other quality I am not aware of.

Thanks

NVM, Jeff fixed it.

It's been over nine weeks since I ordered my 16" hybrids, and still nothing. I don't mean to bitch, but my buddy ordered some from Fox and had them in FOUR DAYS! Also I ordered 18" and 14" springs and got two sets of 18s. Sent the wrong set back and heard nothing on getting the 14s. I love your stuff and have used it almost exclusively. What's up?

Ok Ive been debating asking this but I figure if Im going to drop the $ on coilovers or hybrids I can ask what ever I want. Plus I have faith you will have a good answer.

Your shocks collapsed lengths appear to be consistently longer than competitors collapsed lengths.

Example
Ballistic 2.125" dia 16" coilovers: Collapsed length=26.5"
Competitor (1) 2.0" dia 16" coilover: collapsed length=24.05"
Competitor (2) 2.0" dia 16" coilover: collapsed length=24.15"

Any reasons why?

In line with the whole LCoG trend 2" makes for a big difference. Although I am not going as low as some of the builds on here have, if I can achieve the same bump travel while gaining 2" of down I will go that route. Unless it means sacrificing some other quality I am not aware of.

Thanks


Bumping this back up. I am leaning towards the hybrids but would like an explination for the additional 2" length, if one exists. If there is no explination thats fine but kindly let us know. After seeing your dimensional drawings you have a spacer' in the shock possibly thats a reason for the extended length ...?

Trying to send you all some more money but want to know more about the product.

Thanks

I'm also trying to get some more info about capacities on your airshocks vs hybrids.

I've sent a pm, but haven't heard back.

Whom should I contact to get the information.

Email or pms work better for me.

Chris

I'm also trying to get some more info about capacities on your airshocks vs hybrids.

I've sent a pm, but haven't heard back.

Whom should I contact to get the information.

Email or pms work better for me.

Chris

Not sure if you mean capacity as in volume or weight, but the 2.125" air shock is designed for 1100# per corner and the 2.5" is designed for up to 1500# per corner. If you can keep the nitrogen pressure between 125 and 350 psi, they will function in their optimum range. The hybrid will support a load based on the coils you choose to run in conjunction with the nitrogen, however it may feel as if you shocks are valved too softly if you run very high corner weights.

If you mean in terms of volume, the internals of the hybrids and air shocks are the same, so the internal volume of the air shock is the same as the comparable length hybrid.

Not sure if you mean capacity as in volume or weight, but the 2.125" air shock is designed for 1100# per corner and the 2.5" is designed for up to 1500# per corner. If you can keep the nitrogen pressure between 125 and 350 psi, they will function in their optimum range. The hybrid will support a load based on the coils you choose to run in conjunction with the nitrogen, however it may feel as if you shocks are valved too softly if you run very high corner weights.

If you mean in terms of volume, the internals of the hybrids and air shocks are the same, so the internal volume of the air shock is the same as the comparable length hybrid.

What would you consider a "High" corner weight for the hybrids?
My rear is about 1110 lbs loaded without passengers, front is around 950 without passengers.

No explination on the additional length of your shocks?

What would you consider a "High" corner weight for the hybrids?
My rear is about 1110 lbs loaded without passengers, front is around 950 without passengers.

No explination on the additional length of your shocks?

In regards to your first question it really depends on what type of use the vehicle is for. Spring rates won't be an issue with the hybrids like they could be with air shocks. Getting the correct shock dampening characteristics for your driving style could be harder than with coilovers.

In regards to your second question. I'll get you the correct answer before I make up an answer. Since I did not personally design our line of shocks I do not know at this time. I will post an answer when I have it. Thanks.

Have you any plans to provide shorter versions of these? I've some 6" travel dampers on the front of a car at the minute that these would be ideal for.

Not sure if you mean capacity as in volume or weight, but the 2.125" air shock is designed for 1100# per corner and the 2.5" is designed for up to 1500# per corner. If you can keep the nitrogen pressure between 125 and 350 psi, they will function in their optimum range. The hybrid will support a load based on the coils you choose to run in conjunction with the nitrogen, however it may feel as if you shocks are valved too softly if you run very high corner weights.

If you mean in terms of volume, the internals of the hybrids and air shocks are the same, so the internal volume of the air shock is the same as the comparable length hybrid.

I'm trying to switch the rear only of my LJ to airshocks. It is a trail only rig with one ton axles. My rear is at 1000# a corner. So, are you saying that I should be fine with the 2.125 shocks?

Also, is your shock mount suitable for this kind of setup? i was looking at a kit like Poly's to french into the frame, but your kit is a much better price point.

Thanks

What would you consider a "High" corner weight for the hybrids?
My rear is about 1110 lbs loaded without passengers, front is around 950 without passengers.

No explination on the additional length of your shocks?

Scott,

How did you get your weights? My calculations are pretty far off from yours. My front is higher than my rear.

Chris

Also wondering about your mounts and would love to see some pictures of them installed with coilovers on a rear jeep frame. Do you know if we will need to notch the frame with a srw 14 bolt?

I got my weights by going to the scale at luckstone. Got the total weight, then weighed it with only the front and rear. Did that on two scales and was only off 20lbs between the two.

I had 50lbs of chicken feed in the back, plus about 100lbs, spares, fluids, straps, gear, ect in a trunk in the back + 30lbs of tools + I have a home build steel bumper + swing out +70lb tire on the rear, and rokmen corner guards (80lbs).

I figure the chicken feed represents camping gear fairly accuratly and the spares and tools will represent pasengers and a rear seat. I plan to invetory my tools im taking and down size a good bit.

I estimated in weight for a winch on the front as well.

Mine is going to be doing 70mph on the highway to the trails carrying everything so I want it to ride well with the weight. Which is making it difficult to nail down the frequencys while maintaining a good ride height.

I have a set of your 18" travel hybrids. They require and 18" x2.5" ID lower spring, Do you know of any other companies that make these springs besides blue coil?

Just sent you a PM for pricing on Hybrids.

Please check your Pm's

Thanks for the quick response.

Working on a really cool new catalog dedicated to our growing shock line, PDF version will be available soon, then off to the press.

Jeff

btt...perhaps some customer experience/reviews? dd specific...i am curious how these are holding up for people.

Has anybody been running them? How are they holding up?

Has anybody been running them? How are they holding up?

Pm Texasag02
Thread "stretch it"
He runs them on a 112" ton tj

They've been working for me pretty good so far on this. http://www.nc4x4.com/forums/showthread.php?t=87114&page=15

We've sold a lot of these things since they've been released with very few, if any performance complaints. The endless adjustability with increased load carrying capacity is huge bonus for those on a budget who can't afford to buy new springs on every whim.

these look good. wonder how they would do on my 8,000 lb tow rig. its about spring time and im looking for some coil overs that can handle the duty of my tow rig.

On a tow rig where you need to be able to dampen out the effects of an oscillating trailer quite effectively I would lean towards a coilover. The hybrid is a good shock, but it's not designed to control that much weight. It would support the load given the right springs were installed, but it may be a bit more bouncy that you'd want for a tow rig.

Need some? No problem! Order tonight and they'll be built tomorrow and shipped the following day!

FYI...all orders from the weekend and yesterday have been shipped! That's just fast for built to order shocks! Order tonight and they'll be built tomorrow and shipped the following day!