Custom suspension (mid/long travel) happening.
#11
11-25-2014, 01:43 AM
#13
11-25-2014, 11:21 AM
ok test worked.
that UCA was scrapped because I decided to make it longer. This whole project began when I decided to make new UCAs to replace the bad upper bjs. Upon removal of the UCA, I discovered the lower ball joint was much worse. I decided that it was time to make lowers too. I also decided that they might as well be longer, since the only other things needed were longer axels (dodge ram) and tie rods.
That uniball in the pic is ballistic fab; bushings are steinjager. The uniball was also a bit overkill for a UCA and its size put it closer to the tire and the strut, so I have relegated it to the lower ball joint. LCAs are similar construction, just beefier. no pics yet.
that UCA was scrapped because I decided to make it longer. This whole project began when I decided to make new UCAs to replace the bad upper bjs. Upon removal of the UCA, I discovered the lower ball joint was much worse. I decided that it was time to make lowers too. I also decided that they might as well be longer, since the only other things needed were longer axels (dodge ram) and tie rods.
That uniball in the pic is ballistic fab; bushings are steinjager. The uniball was also a bit overkill for a UCA and its size put it closer to the tire and the strut, so I have relegated it to the lower ball joint. LCAs are similar construction, just beefier. no pics yet.
#14
11-25-2014, 11:47 AM
nzKBXy5.jpg
Full stuff: factory suspension; strut removed, LCAs making metal to metal contact with frame mount. new CAs will pivot more, but axels and tie rods are maxed. 32s rub the bottom of a plastic tray in the engine bay here, but will not when the CAs move the wheel out. As they go out they will move upward into the fender most likely. for reference the fenders have been cut 1.75"-2". 35s will clear right now, but obviously will contact the frame when steering and will also have interference at full stuff. with factory suspension travel there would be little to no issue with longer CAs and 35s. (they would stick out and look funny though).
right now I am really trying to focus on getting the CAs, axels TRs, and COs, geometrically feasible and installed.
Full stuff: factory suspension; strut removed, LCAs making metal to metal contact with frame mount. new CAs will pivot more, but axels and tie rods are maxed. 32s rub the bottom of a plastic tray in the engine bay here, but will not when the CAs move the wheel out. As they go out they will move upward into the fender most likely. for reference the fenders have been cut 1.75"-2". 35s will clear right now, but obviously will contact the frame when steering and will also have interference at full stuff. with factory suspension travel there would be little to no issue with longer CAs and 35s. (they would stick out and look funny though).
right now I am really trying to focus on getting the CAs, axels TRs, and COs, geometrically feasible and installed.
#15
11-25-2014, 11:54 AM
WeN12W5.jpg
Large uniball. 30 degrees in every direction, rebuildable, greasable, adjustable, stainless spherical bearing, bronze bearing races. Too big for the UCA; had to clearance the knuckle for use on the LCA.
Large uniball. 30 degrees in every direction, rebuildable, greasable, adjustable, stainless spherical bearing, bronze bearing races. Too big for the UCA; had to clearance the knuckle for use on the LCA.
#17
11-25-2014, 06:15 PM
Record Breaker
#18
11-25-2014, 08:05 PM
Record Breaker
#19
11-26-2014, 01:39 AM
