- Location
- Foresthill, CA
Well, thanks to Jes, I had to tear apart the best suspension I have ever built, in order to fit his old Atlas 4.3. The Atlas is bigger in almost every dimension, except for one. Because my old three link was built around an NV4500/NP231 combo, and all clearances were withing 1/4", I knew I was diving into a major reconstruct when I installed the Atlas. Knowing that, I figured I could also add a foundation for a future rear link suspension while I had everything out.
These are the two new crossmembers, the drivetrain mount, and the T-case skid. The front crossmember is 2x4x.25", the rear is 2x4x.188.
Here are the 4 components all assembled. The front crossmember attaches through frame sleeves with one 5/8" bolt, and two 9/16" bolt. The rear is two 9/16" bolts. The longitudinal drivetrain crossmember that goes betweeen the two suspension crossmembers mounts with 8 3/8" bolts. It is made from .188 plate cut and welded into a custom shape with a bit of drop to accomadate the skidplate which is formed around the bottom of the Atlas.
Another view. The upper control arm mount is 2x2x.188", the LCA mounts are 3x3x.188.:
Here are the members installed:
And a closer view of the drivetrain mount. I'm especially proud of this piece, 8 pieces of steel in there, and a Wrangler spring bushing. Bolts in with 8 5/16" bolts through the Atlas cover. The "V" notch relief on the driver's side allows you to push the bushing out for service.
Here's how the longitudinal drivetrain crossmember and the mount interface. 9/16" bolt holding it in place.
Here is everything installed. LCA arms are my old 2"x.25" chromoly units cut down 4" to 35.5". Upper arm is 1.75" x .120". Heim at the frame side is a 1" bore, 1.25" thread. All other joints are RE's.
Another shot:
Things get kind of tight on the driver's side. The red tube above/next to the UCA is grafted into the floor, and catches a perpendicular 1.5" tube that has a washer welded in, and through bolts into the UCA mount. This reduces any potential movement of the UCA mount under braking, or landing.
Another view. Thanks again to Billy for hosting. XJDB is the shiznit.
Here you can see the vertical separation at the frame. On the old suspension, I had three holes: One that nearly equaled the vertical separation at the axle (one inch less), one that was an inch lower, and one two inches lower. I settled on the middle position, as nearly parralel had very little anti-dive which made the rear of the Jeep very light under hard braking in the dez or on fast fire roads. Knowing this, I just drilled one hole in the new mount to duplicate the geometry of the old junk.
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All in all, I'm very happy with the way it all went together, and it's nice to know that I can add a rear triangulated 4 link without too much trouble in the future.
These are the two new crossmembers, the drivetrain mount, and the T-case skid. The front crossmember is 2x4x.25", the rear is 2x4x.188.
Here are the 4 components all assembled. The front crossmember attaches through frame sleeves with one 5/8" bolt, and two 9/16" bolt. The rear is two 9/16" bolts. The longitudinal drivetrain crossmember that goes betweeen the two suspension crossmembers mounts with 8 3/8" bolts. It is made from .188 plate cut and welded into a custom shape with a bit of drop to accomadate the skidplate which is formed around the bottom of the Atlas.
Another view. The upper control arm mount is 2x2x.188", the LCA mounts are 3x3x.188.:
Here are the members installed:
And a closer view of the drivetrain mount. I'm especially proud of this piece, 8 pieces of steel in there, and a Wrangler spring bushing. Bolts in with 8 5/16" bolts through the Atlas cover. The "V" notch relief on the driver's side allows you to push the bushing out for service.
Here's how the longitudinal drivetrain crossmember and the mount interface. 9/16" bolt holding it in place.
Here is everything installed. LCA arms are my old 2"x.25" chromoly units cut down 4" to 35.5". Upper arm is 1.75" x .120". Heim at the frame side is a 1" bore, 1.25" thread. All other joints are RE's.
Another shot:
Things get kind of tight on the driver's side. The red tube above/next to the UCA is grafted into the floor, and catches a perpendicular 1.5" tube that has a washer welded in, and through bolts into the UCA mount. This reduces any potential movement of the UCA mount under braking, or landing.
Another view. Thanks again to Billy for hosting. XJDB is the shiznit.
Here you can see the vertical separation at the frame. On the old suspension, I had three holes: One that nearly equaled the vertical separation at the axle (one inch less), one that was an inch lower, and one two inches lower. I settled on the middle position, as nearly parralel had very little anti-dive which made the rear of the Jeep very light under hard braking in the dez or on fast fire roads. Knowing this, I just drilled one hole in the new mount to duplicate the geometry of the old junk.
All in all, I'm very happy with the way it all went together, and it's nice to know that I can add a rear triangulated 4 link without too much trouble in the future.
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