We opted for Fabtech’s Coilover Conversion System as an addition to the 6-inch long arm system. The factory coil bucket is ditched and in its place is one of Fabtech’s Dirt Logic coilovers. This allows for as much travel as possible and also makes for a much better shock along with the ability to run dual rate coils.

The upper coilover mount is a beefy and well thought out piece consistent with the over engineering of the rest of the system. It bolts to the frame similar to many shock hoops but also visible is the stout lateral bracing to give it more support. One concern of ours was that the tire would hit the reservoir line but so far it hasn’t happened.

SoCal Super Trucks did an amazing job of cutting out the factory coil bucket and control arm mounts. You can’t even tell they were ever there. The rest of the install was just as clean.

In the front the Fabtech long arm system ditches the upper and lower control for a radius arm setup. This allows for what is, in essence, one very long arm and maximizes articulation. The Fabtech radius arms are extremely beefy constructed out of 5/16-inch thick, 2-inch DOM tubing. It is not uncommon to drag an arm on rock every now and then and with the stout construction of the Fabtech arms there is no need to worry about damage.

At the end of the links are Fabtech’s massive 2 5/8-inch Rotation Urethane joints. They allow for the high misalignment typically provided by rod ends but without the vibration transmission. This makes them ideal for a Jeep that will see plenty of pavement along with the trail. They are rebuildable as well.

Visible in this photo are the anti-sway bar disconnects but more importantly is the beefy track bar bracket. It is another overbuilt piece and mounts to the frame putting the track bar in double shear. Also provided is an adjustable track bar to help finish off the front.

The belly pan is integral part of the system serving as the mounts for the front and rear arms. It is a rugged design constructed of ¼-inch plate and tucks up nicely affording as much clearance as possible. A nice touch is the 3/8-inch thick, high-density plastic skid cover that helps the Jeep slide over rocks instead of grinding the metal plate.

In the front we upgraded our steering to Currie Enterprises’ (www.currieenterprises.com) Currectlync heavy duty tie rod and drag link system. It utilizes a 1.25-inch diameter forged alloy drag link along with a 1.25-inch solid steel tie rod that is threaded and bored on the ends. Also included are Currie’s heavy-duty 7/8-inch ends. Best of all it is a direct replacement with no machining necessary and is said to be 200% stronger than stock.

The same beefy 2-inch diameter, 5/16-inch thick DOM tubing that is used for the front arms is also used for the rear. A conventional coil setup is used as the factory coil buckets are retained.

High-end shocks are also used in the rear with a set of non-reservoir Dirt Logic shocks. We found the suspension to be a bit stiff when going slow over rough roads.

Another nice piece of engineering is the massive tubular, dimple die wishbone that creates the rear three link. It attaches to a one-piece axle bracket through a one-inch spherical bearing allowing for lots of flex and strength.

Over the stock suspension, the Fabtech 6-inch long arm system is a massive upgrade. It provides lots of extra articulation and greatly expanded the capabilities of our Rubicon. At Moab, the new suspension was really in its element allowing our Jeep to walk over almost anything.

Now head over and read our full review!