LJ Long Arm Suspension Install

By Matt Adair
Contributing Editor
(From Issue 4, Volume 2)

For many of us, the purchase of a Jeep is the beginning of a relationship; with the vehicle itself, with Jeep clubs, with new experiences, and with “drug dealers.” Okay, maybe it just seems like the shops we buy Jeep parts from are exploiting an addiction of some sort, but either way purchasing a Jeep is often just the beginning of a long process of customizing it to fit our specific needs.

 

There are a few ways to go about this: some of us start small and the Jeep grows over time as the addiction does. Others go whole hog and do it all at once. Whatever the case, one component that often receives the earliest and most intense effort is the suspension. Some people just like the way a lifted rig looks, and there are many options for them. However, if the vehicle is intended to be “wheeled,” it isn’t as straightforward.

 

One of the best companies competing in this crowded (and rapidly growing) segment is Clayton Off Road Manufacturing. They appeal to a group who intend to use and abuse their rigs on the trail. Their tag line says it all: “The only suspension meant for abuse!”  Having seen their stuff in action in Moab, I can’t argue.

	Stock suspension complete with stamped steel control arms. Yuck.
The Clayton kit, complete with coils, long arms, brake lines, steering components, JKS Wuick Disconnects as well as the optional belly pan skid plate and shocks.
Jason Abbitt, ACR & O's top technician, welding on the new control brackets. Then welding the axle truss to the Dana 44 axle.

 

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Clayton Off Road builds a variety of kits for several Jeeps, but the one we’re focusing on for this build is their Jeep Wrangler Unlimited “LJ” Front and Rear Hard Arm kit. John Mathews (owner of Auburn Car Repair & Offroad in Auburn, Washington) was nice enough to let me hang around the shop while the install was going on. Of course, my own addiction is putting his kids through college, so maybe that’s why he let me. 

 

One criticism that occasionally comes up about the Clayton kits is that they require some welding, not a task to undertake unless you’ve got a pretty good idea what you’re doing. The majority of other LA kits out there are of the bolt-on variety. The Clayton kit is designed with this challenge in mind, allowing the Jeep to be dropped off, have the suspension brackets welded, and remain drivable. Shade tree mechanics rejoice. In this case though, the customer, Greg Enera, had ACR&O do the entire install. 

 

If at this point you’re scratching your head wondering what the length of a Jeep’s “arms” has to do with suspension, hold fast. As a Jeep is lifted, the stock control arms (which connect the axle to the Jeep) become more and more angled as they try to cope with the new spring height. At a certain point (exactly when this point is can be debated), the ride and performance decrease to the point of needing to replace them with longer control arms. Replacing the arms allows improved flex as well as moving the axle back forward to where it was in “stock” mode.

 

	Thoughtful little details abound and the quality of the pieces are top-notch.
Front suspension done. Notice the distinctive square long arms, a Clayton signature.
The super sturdy belly pan skid plate installed:

The first step was to remove the stock control arm mounts on the frame; the holes were covered and made to look like they’d never been there. Next was to weld on the brackets for the longer and beefier control arms. The rear axle was also modified with a truss to accommodate the new 4-link suspension design. After relocating the control arm mounts, the belly pan was installed. This item in particular was evidence of the heavy duty nature of the Clayton kit; the shipping label told us it weighed a whopping 125 pounds and gave a comical little pictogram of the various ways not to lift it. 

 

The steering was also modified and beefed up, including a new track bar bracket and a drop pitman arm. The whole front end was capped off by a set of JKS Quick Disconnects for the sway bar. The rear was removed for increased flex, a nearly unanimous choice among Jeepers. 

 

When it was all buttoned up, a set of 35x12.50 Interco Trxus M/Ts were mounted on black steel wheels and it was ready for the trails. Being that the vehicle was a Rubicon, it already had Dana 44 axles with electronic lockers, and 4.10 gears. With an automatic transmission and the 4:1 transfer case, Greg should be able to delay having to re-gear for a while. Next on his list are bumpers and rocker protection, but it should be a very capable rig as it sits.

 

Though I didn’t drive the completed rig, the reports were unanimous that it drove and handled amazingly well for a vehicle running 35’s and 5.5” of lift. I know those who watched it come together are looking forward to seeing it on the trail soon.

 

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