So you're suggesting that because the suspension is unloaded that there might be wheel hop? The triangulation of the control arms (both vertically and horizontally) was designed to control the axle through it's cycle of travel so there shouldn't be anything weird going on when the tire is dropped out.
Also, the shock is pressurized so up until the point of full extension, there is some pressure applied to the ground.
As I mentioned before, I don't think it can be traced back to a single issue, but rather to a combined list of factors...
We generally know that most link suspensions start to have undesirable characteristics when operating outside of a certain window. This is why we can't typically lift everything to the moon and not suffer side effects. Personally, I think this window is MUCH smaller than most people do. I start to pick up on a lot of undesirable characteristics pretty quickly when altering a factory suspensions. Suspension geometry typically becomes more problematic on droop in my experience because of the higher anti-squat numbers, and positive roll slopes, you typically see. As you push that window further and further you can run into situations where the tire starts to behave 'badly'. As AS increases tire loading can become much more 'harsh' which can induce the 'wheel hop' you mentioned. Basically the tire is having a hard time moving the vehicle in the desired direction.
Shock pressure has an effect on spring rate for sure ( roughly -60lbs on a 5/8 shaft and -120lbs on a 7/8 shaft at 200psi ). A captured coil should basically have a negative input for spring rate however. The un-sprung weight (and shock charge ) are 'pushing' down ( bad wording )....but once the coil is past it's free length...it is actually pulling up. That would be a decrease of weight on that corner. I think we can agree what drop out spring systems, basically no pre-load at all, didn't work very well. So what else can the captured coil be providing....
I think one positive bonus to a captured coil system could be increasing the anti-roll effect, especially if there is no anti-roll bar present on the suspension.
If the suspension needs sway control, it is probably best done with a sway-bar system so you don't have a negative effect when both tires are moving down ( soft bottom )
Personally, I would much rather see a coil/shock length that was matched to provide some preload on the coil at full extension on the shock. I think preload is good because it is forcing the tire down towards the extension limit of the shock rather than waiting for gravity to do it. I haven't seen that much bonus over the years in having that extra inch or two of soft droop that a captured coil would provide over a pre-load coil system. I would much rather find a way to turn that extra shock space around to provide more bump travel in the suspension from side height. I see a larger overall bonus to more up-travel/bump/jounce than down-travel/droop/rebound
Just to be clear. I am just trying to pass on my viewpoint, not trying to tell you what to do. I love your work. I am just curious why people do that they do.
