Old Mane Emu parts do not come with instruction guides for installation. Old Man Emu parts are engineered and designed with a different end goal than most other manufacturers. Our specifications are well within the factory geometry, which allows them to be installed just as the Original Equipment (OE) parts as per the vehicle’s factory service manual. If you do not have access the factory manual, we would suggest picking up a Haynes or Chilton’s manual. They contain all the necessary information such as bolt torque and proper leaf and coil spring procedures.
Before installing new Old Man Emu components, we recommend taking initial height measurements at each corner. This will allow you to track the overall height gained with the new components, but also show any preexisting lean that needs to be taken into consideration when fitting A/B springs. We suggest measuring the distance from the bottom of a flare or wheel arch to the bottom of the wheel rim.
If you have not already done so, check the ARB Vehicle Application Guide for any additional footnotes about the install.
All suspension mounting points such as shock towers, chassis mounting points, coil seats, etc., must be carefully checked and inspected for any signs of excessive wear, rust, damage, or fatigue. If damage is found, these must be repaired or replaced.
As a general rule, the A springs have a higher free height than the B coils. This is to allow the fitter to compensate for driver weight, aftermarket accessories, vehicle weight distribution, and chassis twist. We suggest taking measurements at each corner before fitting the new suspension components. This will allow for more accurate A/B fitment.
In vehicles with front and rear A/B springs, most of these vehicles will be happiest with an A coil fitted to the front, driver corner and the opposite rear, passenger corner. In vehicles with only rear A/B springs, most will end up with the A spring on the rear, driver corner.
It must be understood that due to the A/B variation, the first spring selection may result in the vehicle to be unlevel. If this is the case, swapping spring locations is necessary before trying other trimming methods.
“+”, “0”, or “-“ markings signify a manufacturing load test result. They identify whether the spring is precisely normal (0), slightly above (+), or slightly below (-) specifications. Every spring undergoes this test to determine if it is within engineering tolerances. The range of this tolerance is +/- is 3mm.
Military wrap end of the leaf spring is to be installed to the fixed pin chassis mounting point (this is the non-shackle mount). Non-military wrap springs have a yellow mark on the end of the spring to be installed in the fixed pin chassis mount point.
Every care has been taken to nominate a spring and shock absorber selection for different front and rear loads. As mentioned before, there can be many different reasons why a lean may exist. On newly fitted suspensions, changing A/B fitment should be the first option. If this is unable to resolve a lean, trim packers are often available. Do not stack more than 2 packers on a coil spring.