4WHEELOFFROAD.COM 4-WHEEL & OFF-ROADOCTOBER 2019 65weights of our truck so the company could
custom-valve the shocks to our applica-
tion. Initial coil spring rates for a dual-rate
setup were calculated using our known
weights and target ride height.
While we won’t discuss here the geo-
metric intricacies of link suspension
design, online calculators can assist with
determining suspension characteristics.
Our setup was based on similar dimen-
sions of rigs that perform well in the kind
of terrain we typically encounter. Design
characteristics can vary based on your rig
and application.
We started the project by placing the
rear of the frame on jackstands at our finaldesired ride height. We then removed all
the existing leaf-spring suspension while
leaving the axle with tires in place and
supported the pinion at our desired angle.
In this way we could more easily build our
link s to length and slip them on once the
mount s were welded in place.
We were impressed with the results. Gone
was the drivetrain windup associated with
accelerating with leaf springs. Both starting
and stopping felt tighter, with no rotational
movement in the rear axle. We ended up
with plenty of useable articulation and
excellent trail flex. For now we are happy
with our spring rates and ride height, also
knowing we can dial it in further as desired.1
RuffStuff offers several kits with a number of
custom options to let you put together exact-
ly what you need. We went with the company’s
three-link system to convert the rear of our Taco-
ma. And remember, the same principles apply for
converting any leaf-sprung vehicle to links.2
To make work access easier, we pulled the
bed off the frame. Our sympathies to SUV
owners who don’t have this advantage.3
We went a bit further by cutting off the rear
portion of our stock frame. More on this later,
as we have other plans to change the bed con-figuration. In any case, one can usually proceed
with a build like this working off the factory fram-
erails, assuming they are fully boxed for strength.4
It was easiest to start work on the two lower
link mount s. Both mount s were tacked to the
axletube. The bolt holes are near the centerline
of the axle in height from the ground, with the
link mount s angle slightly upward to be in line
with each lower link.5
We’d decided on a 37-inch lower link length
and welded each frame mount under its
framerail after double-checking our dimension
locations on the frame.6
The upper link terminates above the axle.
Our custom solid -a x le Dana 60 has threaded
holes on the differential housing. We fabricated
a steel mount that bolted on top and was welded
where it met the axletube.7
RuffStuff provides a tall upper link mount
with three hole locations. This tower can be
mounted directly on the a x letube if desired. We
cut the mount down and welded it to our differ-
ential mount, aimed forward towards the frame
mount. Rear link vertical separation was 10^1 ⁄ 2
inches. Since we run a CV joint at the top of our
rear driveshaft, we wanted the pinion pointed
straight in line with the driveshaft. We built our
links with the rear axle in place and angled as
needed, knowing that any small adjustments
could be done later using the rod ends.1765234