by BillyCorgi » Thu Jun 16, 2016 10:29 pm
Further to above.....
So, as I read, it is not an issue of adjustable nor fixed?
It is whether the replacement coilovers are deemed to "have been manufactured as replacement units for the particular vehicle model and have compatible mountings and dimensions"
However, any change greater that 50mm requires certification
4.4 SHOCK ABSORBERS
Replacement shock absorbers (including struts and strut inserts) may be used provided that they have been manufactured as replacement units for the particular vehicle model and have compatible mountings and dimensions.
4.11 LOWERING OR RAISING VEHICLES
None of the codes in VSB 14 allow for the raising of any vehicle where the wheel track has also been reduced. These vehicles are subject to individual approval on a case-by-case basis.
Raising the height of the vehicle may be performed without certification providing the overall increase in vehicle height is not more than 50mm. This may be achieved as a single modification such as the installation of a 50mm lift kit, or by a combination of smaller lifts as described below:
the fitting of body blocks or lift kits (50mm maximum if no other modifications resulting in a change of vehicle height are performed);
suspension modification, (50mm maximum if no other modifications resulting in a change of vehicle height are performed);
changes to tyre size (maximum change in tyre size diameter of 50mm); or
a combination of the above that results in a change of vehicle height not exceeding 50mm.
When lowering a vehicle, it must continue to comply with the minimum ground clearances and running clearances specified in ADR 43/... and in the AVSR.
Where changes in vehicle height occur as a result of modifications, the requirements detailed under Modified Components (refer to Code LS3) that are applicable to individual steering and suspension components continue to apply. Important items such as spline engagement, operating angles of drive shaft joints and in the case of CV joints, the range of axial movement, must remain within design limits for the full range of suspension travel. Also other components such as gear levers, brake hoses etc. may need to be extended depending on the nature of the lift.
Steering linkages must continue to operate efficiently and sufficient spline contact surface must be retained for the full range of suspension travel to ensure the safe operation of the vehicle. Otherwise an appropriate steering shaft extension must be used.
Following the completion of modifications the vehicle attitude must remain as per original specifications – i.e. the original relationship between the front and rear suspension heights must not be changed and therefore the front and rear suspensions must be both raised by the same amount.
Vehicles whose ride height is raised by more than 50mm must meet the requirements specified in Codes LS7 and LS8 and undergo a lane-change manoeuvre test in accordance with ISO 3888-1 Passenger Cars – Test Track for a Severe Lane-Change Manoeuvre – Part 1: Double Lane-Change to ensure its stability has not been compromised. The test procedures and requirements for the lane change test are detailed in Section LT Test Procedures Code LT4.
When lowering a vehicle, the ride height of an unladen vehicle must not be changed by more than one third of the working travel of the suspension from its original height to a rigid bump or rebound position specified by the manufacturer. The suspension bump and rebound positions are measured with any deformable bump or rebound stops removed. The original relationship between the front and rear suspension heights must not be changed and therefore the front and rear suspensions must be both raised or both lowered by the same amount.
When raising a vehicle at least two thirds of the original rebound travel must be maintained. The rebound must be limited by the same method as originally employed by the manufacturer. For example limit straps or shock absorber full extension.
If coil springs are lowered, or replacement lower coil springs are used, they must have the same end shape as the original springs. They must retain some pre-tension and not come loose when the suspension is in its lowest position (full rebound). They must have clearance between coils at full bump.
Lowering blocks used with leaf spring suspensions must be steel, aluminium or metal of equivalent strength and must be positively located to the axle spigot hole and spring centre-bolt.
Extended or adjustable shackle plates must not be used to raise vehicles on leaf spring suspensions.
Rubber or other resilient bump stops must be provided where the suspension and/or axle are likely to bottom-out on the body or chassis structure.
Where the vehicle manufacturer has fitted a load-sensing valve to the braking system as standard equipment, the brake system bias must be checked in both laden and unladen conditions. This check must confirm that the manufacturer’s specifications are maintained. The vehicle’s braking system may require re-certification to the ADR applicable to the category of vehicle at its date of manufacture.