Mike Knorr needed a change to his Jeep suspension. He had been running a SUA setup with a shackle reversal and long shackles for years. It performed well, but the springs were getting tired and it was time for a change. Going SOA had the advantage of nothing hanging below the axle tubes but Mike didn't want to give up his shackle reversal. This month I'll show you what went into his new front end, reworked spring mounts, a long travel driveshaft, a custom SOA Dana 44 housing, military wrapped spring packs, custom shock towers and the longest RS9000 shoscks available, high clearance steering with heim joints, and 1/2 ton 5 on 5 1/2 outers with Chevy style brakes.
Spring Mounts:
Mike wanted to keep his shackle reversal, and sinsce he already had the long travel driveshaft from his previous setup and would likely run arched springs it was a good plan. Mike's original shackle reversal system was relocated and raised to give a better approach angle. Almost two inches were taken off between the spring eyes and the frame, and the baracketry was moved forwards until the main pring eye was directly below the leading edge of the frame.
The old spring hangers at the shackle end were ground off the frame and new spring hangers were fabricated. Mike made these out of heavy gauge tubing and 1/4" x 2 1/2" mild steel. First the edge of the flat stock was welded to the tubing, then it was bent all the way around and welded to itself. After that the gap on each side was welded shut and ground smooth. Eventually they were welded to the frame after the shackle position was verified.
Axle Housing:
Mike started with a '70s Dodge front end. Originally it had the undesirable semi-float outers and 5 on 4 1/2" wheel bolt pattern. The outers were discarded. Next it was stripped, cleaned and narrowed. Before it was installed the gears and locker were swapped from Mike's old dana 44 front.
The gear pattern wasn't right on the first try, so the carier bearings were pulled and some shims added and subtracted until it was right.
My 3.54 gears (left) next to Mike's 5.38s. As you can see, the pinion really is a decent size on the low gears.
Details on narrowing a Dana 44 front end art available at 
Mike originally tried using some stock CJ rear springs, but they didn't have enough arch for his needs. Next Mike ordered some heavy duty CJ rear spring packswith military wrap from JC Whitney.
These came with cheesy clamps that would get torn off quickly on rocks. To prevent his packs from fanning out Mike had some riveted on spring clamps added that are similar to what Jeep uses from the factory. While the packs were apart Mike painted them again.
Steering:
Mike designed a custom high clearance steering setup and had a friend who is a machinist fabricate it. It uses mid '70s Wagoneer knuckles and flame cut arms. For more info on high clearance steering go to (URL for steering article here) . 3/4" Heim joints with a 40,000 lb tensile strength rating were used instead of tie rod ends and Mike used some thick walled DOM tubing for the tie rod and drag link. One end was tapped for right hand threads and one for left to make adjustements easier. The custom steering arms were designed with heim joints in mind, but the pitman arm had to be drilled to fit the bolt.
Shock towers and shocks:
Another friend of Mike's, Pat Hegleson at Custom Welding in Williston ND, built these shock towers and cross brace. The original front shock towers were removed and the new setup was mocked up.
With the new shock towers clamped in place Jack stands and a floor jack were used to contort the Jeep and test the suspension flex. Opposite corners were raised until a tire came off the ground. Clearances were noted and the position of the shock towers were adjusted. Finally the shock towers and cross brace componenets were welded in place. The cross brace uses polyurethane bushings to allow for flex and disassembly in case the motor needs to be removed.
Axle Outers:
Some mixing of parts had to be done to get the desired 5 on 5 1/2 bolt pattern and internal type lockouts. '74-76 Wagoneer or Chevy spindles from a disc braked front end were needed along with '76-'86 F-150 hubs, rotors, bearings and seals. Wagoneer or Chevy calipers and caliper brakets were used as well. Mike used to run Scout II type outers on his old Dana 44. The new setup has stronger 1/2 ton stub shafts and internal type hubs which are stronger and less likley to leak water into the wheel bearings.
Acknowledgments
I'd like to thank Mike Knorr for letting me shoot all these pictures while I was supposed to be turning a wrench. I'd also like to thank Myron Hanson for the use of his well equipped shop and expert black smithing and metal working. Pat Hegleson deserves a big thanks for selling Mike the shock towers and Dave Kesky desrves a thank you for doing most of the fabrication on Mike's steering arms.
Important Disclaimer:
This information is a personal account of modifications done to one particular Jeep and is not necesssarily endorsed or encouraged for any other application. As with any suspension or steering modification the handling and safety of the Jeep is affected. In some circumstances this may be dangerous. We are only providing commentary and opinion based on our experience, your experiences could be significantly different. Off-Road.Com cannot predict how any given modification will be used or what it will be subjected to. We do not recommend or endorse this or any product for any specific or general application. Anybody attempting this or any other modification does so at their own risk, we do not assume any liability.
This information is a personal account of modifications done to one particular Jeep and is not necesssarily endorsed or encouraged for any other application. As with any suspension or steering modification the handling and safety of the Jeep is affected. In some circumstances this may be dangerous. We are only providing commentary and opinion based on our experience, your experiences could be significantly different. Off-Road.Com cannot predict how any given modification will be used or what it will be subjected to. We do not recommend or endorse this or any product for any specific or general application. Anybody attempting this or any other modification does so at their own risk, we do not assume any liability.
Accept no compromises in any part of a custom suspension setup. It must be perfect, your life and the lives of those around you depend on it.
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