Custom Suspension Parts for Axial Ridgecrest: A Complete Upgrade Guide

Upgrading the suspension on your Axial Ridgecrest is one of the most effective ways to improve its off-road performance. The stock suspension works well for general trailing, but custom parts can give you more articulation, better damping, and increased durability. Whether you are tackling technical rocks or loose dirt, the right suspension setup transforms how the truck handles.

This guide covers the main types of custom suspension parts available for the Axial Ridgecrest, what to look for when choosing components, and how to tune your rig for specific terrain. The goal is to help you make informed decisions without overspending or overcomplicating the build.

Types of Custom Suspension Parts

Shocks (Dampers)

Shocks control the rate at which the suspension compresses and rebounds. Upgrading from the stock plastic-bodied shocks to aluminum ones offers better heat dissipation, smoother action, and more tuning options. Common options for the Ridgecrest include:

• Oil-filled coilover shocks: These provide adjustable spring preload and damping via oil viscosity and piston hole size. Brands like Axial, Pro-Line, and Yeah Racing offer direct-fit aluminum shocks.
• Piggyback reservoirs: Some shocks have an external reservoir that holds extra oil and keeps it cooler during aggressive crawling. These are beneficial if you run heavy rigs or push the suspension hard.
• Adjustable damping shocks: Look for shocks with multiple damping settings (e.g., 10- or 20-click). This allows fine-tuning for different terrain conditions.

When choosing shocks, check the overall length. The Ridgecrest uses 90–100 mm shocks stock; aftermarket options often come in 85–110 mm. Slightly longer shocks increase ride height and articulation, but you may need to trim body mounts or limit straps to avoid binding.

Springs

Springs support the vehicle’s weight and determine ride height and stiffness. Custom springs for the Ridgecrest come in different rates (measured in pounds per inch or color codes).

• Dual-rate springs: These combine a softer and a stiffer section to provide progressive resistance. The soft section allows small bumps to be absorbed easily, while the stiff section prevents bottoming out on big hits.
• Tender springs: Often used with coilovers, tender springs keep the main spring seated during droop, preventing it from rattling. They also add a small amount of initial compliance.
• Spring rates: For a Ridgecrest, a common starting point is 3.0–4.0 lb/in for the front and 2.5–3.5 lb/in for the rear. If you add heavy accessories like winches or metal bumpers, bump the rates up 0.5–1.0 lb/in.

Spring length matters too. Most coilover shocks use 1.5-inch inner diameter springs, but verify the shock’s spring seat diameter.

Suspension Links (Rods)

The Ridgecrest uses a four-link suspension front and rear. Stock links are steel with plastic rod ends that can wear out or bend. Custom links offer:

• Titanium or stainless steel rods: Lighter and stronger than stock steel. Titanium reduces unsprung weight, improving suspension response.
• High-quality rod ends: Replace plastic ends with aluminum or brass ones. Sealed rod ends keep dirt out and last longer.
• Adjustable length: Aftermarket links often have threaded ends for fine-tuning wheelbase and axle position. Adjusting link length also changes anti-squat and roll center characteristics.

When replacing links, measure your current setup and decide if you want to keep the stock wheelbase (about 12.8 inches) or stretch it. A slightly longer wheelbase improves stability on steep climbs but reduces turning radius.

Sway Bars (Anti-Roll Bars)

Sway bars reduce body roll during cornering. Many Ridgecrest owners remove them for maximum articulation, but that can make the truck feel tippy at speed. Custom sway bars are available with adjustable stiffness via multiple mounting holes.

• Thicker bars provide more resistance. A 2.5 mm thick bar is a good middle ground.
• Removable links let you disconnect the sway bar for crawling and reconnect for driving to the trail.

If you primarily crawl, consider skipping the sway bar for articulation. For a trail runner, a mild sway bar keeps the ride stable.

Other Custom Parts

• Shock towers: Aluminum shock towers add rigidity and allow different shock mounting positions to change leverage ratio.
• Bump stops: Small foam or rubber pieces that prevent the suspension from fully compressing. They protect shocks and chassis from hard hits.
• Lift kits: Some manufacturers sell complete lift kits that include shocks, springs, and links to raise the Ridgecrest 10–30 mm. This helps clear larger tires but may require servo horn or driveshaft angle adjustments.

Key Factors When Choosing Parts

Compatibility

Not every part designed for the SCX10 or other Axial platforms fits the Ridgecrest directly. The Ridgecrest uses a slightly different suspension geometry. Look for parts explicitly labeled for the Axial Ridgecrest or the AR44 axle housings. Shock mounting points are spaced 23 mm apart for the eyes. Link lengths are generally 135–145 mm front and 150–160 mm rear, but measure yours.

Material

Aluminum shocks are preferred over plastic for longevity. Stainless steel links resist rust and bending. Titanium is lighter but more expensive. Avoid cheap cast parts that may crack on rocky trails. Brass components add weight low down to lower the center of gravity.

Adjustability

More adjustability means you can dial in the suspension for different conditions. Shocks with adjustable damping and springs with multiple preload settings give you flexibility. Similarly, adjustable links let you experiment with anti-squat and roll center without buying new parts.

Weight Considerations

The Ridgecrest is a heavy truck (around 6–7 lbs stock). Custom parts should not add unnecessary weight. Aluminum links save a few grams over steel. Lighter components reduce the load on the suspension and motor.

Installation Tips and Tuning

• Fluid: Use shock oil with the right viscosity. Start with 30–40 wt for moderate damping. Adjust based on feel: thicker oil slows compression and rebound, reducing bounce.
• Spring preload: Turn the collar to raise or lower ride height. You want about 25–30% sag (how much the suspension compresses under the vehicle’s weight). Too much sag makes the truck bottom out easily; too little makes it ride harshly.
• Link adjustment: To increase anti-squat, raise the upper link mount at the axle or lower it at the chassis. This helps the truck squat under acceleration, improving traction on climbs.
• Shock oil height: Fill shocks to about 80% of capacity, then slowly cycle them to remove air. Air pockets cause inconsistent damping.
• Check clearances: After installing new shocks or links, cycle the suspension through full compression and droop. Ensure driveshafts, tires, and body do not bind. Trim body if needed.

Recommended Setup for Common Terrains

Rock Crawling (Technical)

• Shocks: Longer travel shocks (100–110 mm) with soft springs (2.5–3.0 lb/in front, 2.0–2.5 rear). Use lightweight oil (20–30 wt).
• Links: Adjustable titanium or aluminum links. Set anti-squat to about 60–70% by raising the upper link chassis mount.
• Sway bar: Removed for maximum articulation.
• Tune: Minimize preload; let the suspension droop freely.

Trail Running (Mixed)

• Shocks: Medium length (90–100 mm) with medium springs (3.5–4.0 front, 3.0–3.5 rear). 30–40 wt oil.
• Links: Stock length or slightly shorter for tighter turning. Moderate anti-squat (40–50%).
• Sway bar: Mild sway bar (2.5 mm) to reduce body roll on turns.
• Tune: Balanced sag (30%) and moderate damping.

Scale Off-Road (Slow Speed)

• Shocks: Short shocks (85–90 mm) with soft springs and thin oil for realistic bounce.
• Links: Brass components for weight down low.
• Sway bar: None, as scale trucks usually have no sway bars.
• Tune: Very little damping; springs support weight but allow visible body roll.

Final Recommendation

For most Ridgecrest owners, the best first upgrade is a set of quality aluminum coilover shocks with adjustable damping. Pair them with springs that match your typical terrain. Add adjustable links only if you need to correct wheelbase or fine-tune handling. Avoid going overboard with expensive parts like titanium links unless competition or weight reduction is your priority.

Start with the shocks and springs, drive the truck, and then decide if you need more articulation or stability. Every build is different, and the joy of custom suspension is dialing it in to match your driving style.