4x4 Parts Shop, Colorado Springs, CO 80915

[threecol_two]Now that the rear suspension is in and waiting, the work started on the front suspension. So with CAD drawings in hand, and a load of custom machined components we started to get to work. The first thing to do was to completely remove all stock suspension components. This meant that our plasma cutter was brought out and put to work. After a few minutes, the parts were off the frame, and grinding commenced. Soon the frame was bare with only a few grinding marks to hint anything was on the frame to begin with.

For those of you wondering, we found some rust. It wasn’t much, but we found so all the same.

With the stock suspension off, it was time to start putting together D and C Extreme’s custom CAD designed 3-link system (with track bar). A front suspension is a bit harder to fit than your standard rear 4-link. The problem is that unless you’re dealing with a completely custom buggy, there are some major things in the way. First a triangulated 4-link has a truss where the upper links attach to, up front, the engine is already taking up that space, so you need to find another way to center the axle.

By far the most simple suspension is those who employ a track bar. A track bar runs from one side of the frame to the other and is responsible for keeping the axle centered (left to right). But we still need to have upper and lower links, “Why” to keep the axle properly positioned and keep it from twisting with load. Modern suspensions, like those found in all solid axle Jeeps and Dodge Rams use twin lower links (or arms as they call it) and two more upper arms. Although this does the job, its not the best solution for flex, and we need it to work and flex!

First things first. Lets get that axle under P3. Once that is done with turn to our designs and start welding brackets to the frame. Next we measured the rear axles height and set the front axle exactly at that same height, and set the pinion angles. Since the Dynatrac axles come pre-turned, we axle made sure that the caster was set right from Dynatrac. Sure enough, its was perfect.

In case your wondering how in the world Dynatrac knew what to set the angles at, its all in the paper work. You see, when you order a set of axles from Dynatrac, they send you a packet. In it, they ask for a ton of measurements. Since we knew what we were going to be doing to P3, we had all the measurements. Oh, and how did we know how long the t-case and CreeperBox was? Simple, Mike told us how thick the CreeperBox was, that way we were able to include it in our measurements without it even being on the truck (remember the creeper box keeps all other components stock so there was no surprises to deal with). If you look at the picture to the right, you can even see the angle Dynatrac prescribed written on the label! Now that’s service!

Once all the measurements were checked and double checked, it was time to attach the links to the tabs and weld them onto the axle. Things were moving along quite nicely.

The upper link on this system is found on the driver side, just inside the frame rail. It attaches to the axle next to the lower link but about 6″ off the top of the axle. This link’s soul purpose is to keep the front axle from twisting when the “skinny pedal” is being used. Older vehicles, like the classic Ford Bronco and the Land Rovers use a single pair of “radius and swing arms” to do the job of our three links, but since they attach to the axle in one immovable spot, they don’t flex well (the axle becomes a huge torsion bar). Although the “radius arm” design is great for street, it’s off-road performance leaves much to be desired (this is why your starting to see “wristed” radius arms and now a company makes a “wristed” axle kit, and that’s some scary stuff).

By separating the torque tube away from the lower links each link can do its job without effecting another. Its interesting to find that RockKrawler Suspensions now uses the same technology that we are on their new Jeep TJ and XJ long-arm kit, only 2.5 years after we did. Not that we’re saying we’ve invented this style of suspension, nor are we saying they copied us, its just nice seeing other company’s go from a popular design to our-style of system.

The last brace to go on is the Track Bar mount. After attaching a brace to the frame, we attached an identical brace to the axle (just on the opposite side). Then, with plenty of gusseting and a final once-over, it was time for the axle to get final welded and cleaned up.

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