6112 @ 1.3 to replace 1.5 leveler = same ride height?

I’m getting 6112/5160s installed soon and I can’t decide whether to have them set it at 1.3 or 1.9. Even after checking out the other many threads regarding these struts. I think @Rngr188 has the closest setup I saw with these at 1.9 running 295/70r18

I really like the height the truck is at now and would like to keep it as close as possible. So that means I’m leaving the rear stock apart from the 5160s


Currently I have a supreme suspension 1.5” leveling kit on top the TRD pro bilsteins. Any thoughts or suggestions?

 

I had those exact same spacers and my ride height stayed roughly the same on the 1.9 6112 setting but the ride quality improved significantly! I think the lift heights vary depending upon what cab you have, engine, and mods like bumpers.

Edit: The supreme suspension block lifts more than the 1.5” you measured, this is due to where the shock attaches the the LCA.

 

I had drivers side at 1.9 and passenger at 1.3 which leveled the front at about 1.75 and left me with a little rake. I experienced no handling issues and the ride was nice. Ive since upgraded to kings. Here is a good read:https://accutuneoffroad.com/article...T2FoAJBUIvkw9eUWuOrXyPbFeXBDNRRjsc8ZB5tKoSH4C

Here is an email reply I received from Accutune:

"You have the correct approach by adjusting preload with the different grooves.
The downside to the Bilstein 6112's is their limited adjustability.
Installing a spacer or shim between the shock and chassis is not the correct solution.
The shim will effectively make the shock longer on compression and extension.
On compression the shock can to bottom out before the bump stops and cause it to fail.
On extension it can let your suspension extend further that was intended allowing components to extend further than they were designed to.
That can cause them to fail, make noise, or wear out quickly.
The only acceptable place to install a spacer is between the spring and the shock.
The spacer must be touching the spring or it's in the wrong place."

 

Interesting, did you have to get re-alignment after you switched it out to 6112's @ 1.9 height? Since they're basically the same i'm thinking I could even skip alignment..

 

I think it was off a little but I put some new UCAs on.

 

I just took the 2" spacer out of my truck that the previous owner put in. I set my 6112's to the top groove and I ended up 1/8” lower than with the spacers.

 

If you are looking to replace a spacer lift with coilover (spacer lifts are less than sub-optimal, IMO) and want to maintain the same ride height, you need to do some quick maths. The placement of the shock and coil assembly in the suspension works such that you must account for the motion ratio: the wheel and tire will move more than the shock and coil. In our case, it's about 1.7:1. If your spacer lift is 1.5" tall at the coil assembly, multiply it by 1.7 to get a lift height of ~2.5". I believe that's basically the top setting on the 6112's, but IME, the 1.9" setting is the sweet spot on those. I ran a set at the lowest lift for 100k miles, then put about 10k miles on a set at 1.9"; that set is now on the neighbor kid's tundra and he loves them.

Note, though, that your old springs are likely worn a bit and sagging, giving you less than the 2.5" of lift from the spacer. Once you install 6112's with new coils, they will ride a bit higher for a week or so depending on how many miles you drive, then settle down 1/2" or so.

Edit: to be clear, the lift heights listed by Bilstein do not match the distance between circlip locations on the shock body itself. They have already calculated the motion ratio of the truck to determine the ride height based off the change in coil preload.

 

Interesting that Accutune would say that a shim between the shock and chassis is poor solution. Not saying they are wrong, but it's quite common to stack a 1/4" shim on top of 6112's to correct the driver's side lean. I myself did so for over 120k miles without issue. When I spoke with a few other off-road shops, they recommended against running the shocks at two different clip settings. Again, not saying that is the wrong way to do, but that's what I was told. Interestingly enough, I'm pretty sure that the driver's side TRD Pro front coilovers came with two different circlip perches to account for the lean on certain Pro trims (for example, Double Cab TRD Pro vs CrewMax TRD Pro when both were offered).