WhitKnuc,
For the TJ Jeep there are coil pads that are made to push the axle forward. Instead of mounting the coil spring pad onto the axle tube they are made with brackets that are welded to the axle tubes and the coil pads sit on these brackets that allow the axle to sit forward.


Why did you make the mount for the control arm double? Is this about where they will sit with the D60? Just seems like a lot of extra leverage being placed onto the stock bracket.
It is looking good. Look forward to seeing the D60 get swapped into the truck.

 

Hey Wild,

Oh yeah, I've looked at all the Jeep options you describe as here's a entire page showing a good few: http://www.ruffstuffspecialties.com/...ngOptions.html

I like them alot, yet they are a good few inches short on diameter is all. Still good ideas that I've put into my list to not rule out, just yet.


Double? I think you are asking why I raised the height of the upper control arm mount on the axle side. If you are, then it's raised ~4.5". This placement, as well as the lowers, were done with reference to using the 3- and 4-link calculators. I used the calculators ONLY as a reference to characterize what the changes would do for anti-squat and anti-lift numbers. My goal, if the calculators have value (which at the moment I don't vet them myself) was to maintain close to neutral AS/AL numbers...or no change in how the truck accelerates and brakes. Just for clarity in case people don't know, anti-squat refers to the rear end under acceleration. Anti-Lift refers to the front end under acceleration. Anti-Dive refers to the front end under braking. I didn't make these terms up. They are taken from vehicle dynamics books that characterize race cars. The calculations for them have been translated into link suspension design for the offroad community and I'm using it as a reference, nothing more. I'm doing my own qualifying of them, so to speak. haha

Ok sorry for that extra, but felt it would be helpful to show the underlying basis for the bracket placements. Yes, the moment arm increases and I have the loads calculated, but not with me at work. I did not add anything further between the axle tube and bracket. It can be a concern if my wheeling style were to "Get it". I'm not that kind of wheeler and didn't intend with this build to gain much in the bracket-to-axle tube area. It is very comparable to the Skyjacker, BDS, and Fabtech kits where they relocate the upper mount higher as well, however, not as high as I went (maybe 1-2" less). Edit: Skyjacker does not do this. They reuse axle factory arm location.

I will be putting the factory bolt and a sleeve back in the hole. When comes time to take this axle out and there is a buyer, they will have the option to use the stock arm location or the one I put on there. Also, the new bracket I put on is using the standard 2 5/8" width for joints, not the stupid dodge 2 5/16 width for the uppers where there is only like 2 joints out there you can use directly w/o modding.

The D60 will not be setup with using the short upper arm locations. So the UPPER brackets will not be made on the axle side to duplicate the D44. The D60 will go in approximately the same place (forward position) and the lowers are "intended" to match very closely with the D44. Plan for upper(s) is to do a 3-link for offroad and put removable 4th link for onroad.

 

Using just the weight of the truck (7000 lbs) the loads in the previous short arm setup (also at an angle due to the lift) are greater (by about 1000 lbs) compared to those with the new setup. This is due to the change from short/steep to long/parallel (mostly parallel). The vectors change such that the coil springs take more load.

This is good when looking from the viewpoint of the bracket on the axle now. The stress in the bracket is less for the same load. This is a good setup.

Additionally, this makes the kits by BDS and Fabtech show as viable designs. The question then still comes back to the bracket on the axle tube for the upper.

Fabtech has the cap cut off like I had done. Then their full bracket is inserted and bolted up. Additionally, it locks into the coil bucket.

BDS takes their bracket and it sleeves over the upper bracket and bolted tight. There is no integration to the coil bucket.

Neither of these change or impact the factory welds to the axle tube. Those remain the limiting connection since that is the load path. Fabtech is better because it grabs the coil bucket and thus can distribute the load out to the other bracket welds.

I'm not a fan of welding over factory welds as that diminishes their strength. If I was going to add some section modulus or strength, then I would add new plate material and welds would be away from factory welds.

If my setup folds over, then that will just speed up the D60 swap and I'd report my findings here for people, rather then go silent. Plus, a few ppl here are able to check on me directly.

 

Your truck weighs 7k pounds? Holy smoke, where did the additional weight come from?

 

You calling me big boned?


I rounded up. Unloaded weight prior to this build update on the arms and tires, half tank of gas, I came in at 6400.

I'd estimate the arms/tire update puts me like 6500-6600? So I embellished by taking into account eventual 1 ton swap...

 

I would never imply any such thing. (that, and I don't recall seeing any pics of you..... not that my memory is the best...)

I think my truck weighs in right around 5500, with some gas, and me in it..... give or take a hundred pounds or so.

 

^ lol

Went and flexed it to check clearances.

Results:

1. I need to put my front brake lines on
2. Need limit straps if I droop it like this


I am very pleased.









brake line



Spring is free!



Other direction









Pinion angle still pretty decent as I expected it to be worse



Very close contact - .5" clearance still


Stuffed just enough

 

Hey Wh1t3nukle, have you ever off roaded with jeeps? How do you find a full size like our rams compare? I haven't done too much offroading with jeeps but my buddy bought a rubicon in the fall and we will be testing it out this spring. Theres about 3 jeeps, 1 canyon, 1 blazer and me - the only fullsize in our group. I haven't done too much offroading but this spring I plan to get into it more. My wallet already feels empty lol.

 

Dayum.

 

That's the sort of articulation an ORV should have.

Not using the front brake line as droop strap could be a good idea