Possible causes:

1. modified suspension. The lift an Ironman kit provides is over the suspension of a new vehicle. With old vehicles, the suspension may have been replaced/modified by previous owners. An Ironman 2″ inch lift will not further raise a vehicle that already has a 2″ lift installed unless this vehicle has sagged.

2. incorrect application. By purchasing a comfort type “a” kit for a workhorse vehicle that carries heavy loads, the springs will sag under the additional weight. It is strongly recommended that before purchasing an Ironman kit, you explain to the distributor what you use your vehicle for so that they can recommend the correct application for your vehicle.

3. incorrect installation can result in an incorrect lift.

This is most likely as a result of the bushes being tightened without neutralisation.

Never tighten shock absorber bushes until the vehicle is lowered to the ground. Leave eye ring mounts finger tight ONLY, until the vehicle is lowered to the ground at normal ride height, failure to do this can damage the rubber bond due to twisting resulting in premature bush wear. This is particularly important for load bearing lower strut bush applications.

Once the vehicle is lowered to the ground, only then tighten to specified tensions.

All Ironman springs are made of premium quality (SUP9) silicon manganese spring steel which is the same as supplied to spring makers to most car and truck manufacturers.

All Ironman leaf and coil springs are shot-peened and triple scragged to limit settling and provide longer life.

It is normal for any new spring to drop around 6mm soon after fitment as the springs “bed in”.

This is a known issue in some vehicles after ride height has been raised. It is caused by the change in angle within the driveline, most commonly in vehicles with 2 piece driveshafts. In many cases where vibration is a common factor, Ironman 4×4 offer a solution such as a driveline spacer kit to adjust the angles of the driveshaft. The spacer kits are used to adjust the location of the centre bearing with view to reduce the vibration to a satisfactory level. Each vehicle can vary in severity, some may not be fully rectified after the re-alignment. In such cases axle wedges or a reduction in ride height may be required.

Prime the shock absorber by fully pumping it upright 2-3 times, ensuring the pressure chambers are fully purged of gas or air bubbles.

The shock absorber will generally feel firmer to extend than it will to compress.

In many cases damage to spring or shock absorber coating is unavoidable due to impacts with stones and debris.

In some instances light surface rusting may appear on exposed steel if coating becomes damaged. This will not affect the performance of the product however may be unsightly.

Take care when using a high pressure washer or strong chemicals during cleaning as this can further compromise the coating leading to greater exposure. Care should be taken during installation to ensure components are not scratched or damaged which may result in exposure of the underlying steel.

Vehicles operating in salty environments may experience further accelerated surface rusting.

Refer to completed installation form to measure and compare with new ride height. If a vehicle is leaning down on one corner, firstly ensure the vehicle is on level ground and then assess the weight distribution to ensure even placement of load and accessories.

Many vehicle models exhibit an uneven weight distribution from factory, Ironman 4×4 adjust the spring height accordingly to level the vehicle.

Check if springs are designated for Drivers Side (D/S) or Passengers Side (N/S) and ensure they are installed to the correct location. Typically the taller coils should be fitted to the heavier side of the vehicle.

Refer to completed installation form to measure and compare with new ride height. Typically if the vehicle is level from side to side, but down at front or back, indicates incorrect spring selection. Check springs are correctly specified to match the load and accessories.

Vehicles which feature independent suspension are generally subject to a 2:1 motion ratio, meaning that for every 1mm of movement at the spring, the ride height is affected 2mm. This is particularly important when assessing spring settling or sag. Natural settling of 10mm at the spring will result in 20mm setting of ride height. Settling of new rubbers and bushes should also be factored as they will contribute a few additional mm.

Independent suspension operates with limited wheel travel. Ironman 4×4 design springs to increase the ride height a prescribed amount within the safe limits of the original vehicles design. If incorrectly specified springs or additional spacers are fitted, the ride height may be excessive causing the strut to reach its upper limit “top out” during motion. As a general rule, Ironman 4×4 recommend a MINIMUM of 60mm downward travel available in the suspension, otherwise referred to as “droop”. To establish ride height in relation to maximum height, a droop measurement will be required.

DROOP MEASUREMENT

1. Measure and record the vertical rim to guard distance with the vehicle on flat level ground.
2. Raise and support the vehicle with front or rear wheels hanging.
3. Measure and record the vertical rim to guard distance with the wheels fully hanging.

The difference between the two measurements is the amount of downward droop the suspension has available to it. The minimum droop distance should be no less than 60mm fully settled. If droop is less than 60mm, a reduction in handling performance will be experienced, possibility of damage to suspension, driveline and tyre wear can be a factor. In this case the ride height must be lowered.

This is most likely as a result of the bushes being tightened without neutralisation.

Never tighten shock absorber bushes until the vehicle is lowered to the ground. Leave eye ring mounts finger tight ONLY, until the vehicle is lowered to the ground at normal ride height, failure to do this can damage the rubber bond due to twisting resulting in premature bush wear. This is particularly important for load bearing lower strut bush applications. Once the vehicle is lowered to the ground, only then tighten to specified tensions.

Upon initial use, there may be an oily residue or a small amount of oil originating from the rod seal and surrounding parts, this is referred to as manufacturing overflow.

Oil can be trapped in the seal during assembly and released during transport or initial operation.

This is considered normal and should be wiped clean prior to installation or after first use. If oil continues to appear, the shock absorber may be leaking and it should be replaced.

Refer to completed installation form to measure and compare with new ride height.

Ironman 4×4 design an array of different springs to suit different load applications.

It is imperative the correct spring is selected for the expected loads. Installing a spring which is too soft for the load will result in loss of expected ride height. Installing a spring which is too strong for the load will result in excessive ride height.

To properly determine whether a spring has sagged or is under-specified, the spring must be removed from the vehicle and free height checked against the original specification found in suspension catalogue.

Depending on spring size and rate, a loss of up to 10mm due to natural steel
relaxation is considered normal.

Natural settling is expected within the first 2-3 months, after which the springs are expected to maintain height.

If a spring has lost more than 10mm free height from new, they may require replacement.

A squeak can originate from any number of sources or for many reasons.

The most effective method to diagnose and resolve a squeak is to perform a systematic approach to locating the source. Make note of what conditions cause the squeak, ie. large bumps, small bumps, wet weather, cornering etc. Also note the type of noise whether it appears to be from a soft rubber / plastic origin or hard steel origin.

Attempt should be made to simulate the condition, such as bouncing the vehicle whilst listening to locate the source, it may be required to enlist a second person to bounce the vehicle whilst another accesses the underneath of the vehicle closely to pin point the exact location.

Typical sources for noise include:

• Dry or broken bushes
• Loose or misaligned components
• Bent or damaged components
• Steel to Steel friction
• Under-tensioned bolts

N/S stands for near side or passenger side while D/S stands for driver side. Quite often driver side springs are made higher to compensate for the torque of the motor and uneven weight, such as driver, fuel tank, battery, spare wheel etc. In Ironman springs this difference can be as much as 20mm.

If your vehicle exhibits a lean after installation, check to ensure the springs are installed correctly, also consider that if the weight distribution in your vehicle is disrupted by the weight of added accessories, the taller spring should be installed to the heavier side. In some cases trim packers may be required to fine tune the ride height.

*When emailing Ironman 4×4, please include: Name, Location, Vehicle Make & Model