Fitting 35’s with minimal trimming NOW ADDING LONG TRAVEL AND 934 CV’s

Not only that, but with shocks 10+ months out it gives options!

 

Direct replacement shocks use the factory MM lower bolt which is larger in diameter. You’d have to swap out reducers to fit a 1/2” bolt if you were to run the JD setup.

It’s not difficult to do just something to keep in mind.

 

Should just need a standard set of misalignments from king fox or icon. The spacing is wider on the OE coilovers too so no matter what they have to be changed.

 

Correct.

 

So somebody with some knowledge, help me out.

I’ve begun my journey to wheeling harder in my 2nd gen. Edging into harder rock crawling anyways. I have an aggressive CMC, hammered pinch weld , pulled the fender flares, trimmed the fenders, hammered firewall and inner fender for my 297/75r16s on 3.5BS wheels. It was in iterative process, In which I hammered /cut /hammered/ cut. And found the usual MANY cracks in my core support after a fair bit of of roading adventures. Had plates welded over the cracks on the core support and found new cracks around the old cracks recently.

I have been eyeballing the LCA pivots as a solution to me finally moving up to 35s by shoving the wheels forward. But all this talk of inner fenders… are the LCA pivots not enough? I was convinced the LCA pivots were the solution. But, now not so much. I suppose it seems fair considering how much of the upper and forward inner fender I had to hammer for 295s. 35s would be worse, especially if moved forward via LCA pivots. Most people just tub, weld in aggressive CMCs or cab mount relocates and run 35s. Inner fenders and moving the wheel forward with the LCA pivot is pricy in comparison.

Maybe I’m just confused about needing the inner fenders on top of a LCA pivot.

 

So your cracking is not just due to the tire hitting the inner fenders that could play part of it. That whole structure is weak eventually you'll see cracking on the inner fenders as well, I am starting to get that. The inner fenders gives you all the room you need for 35s vertically and strengthens the connection from the cab to the core support. The LCA pivots will mover the tire forward to avoid hitting the firewall. I'm having to build a new core support on mine but am waiting on the inner fenders first and using them as the attachment point.

You could cut tub and weld in new pieces for the inner fenders but that's going to be a lot more work and you'll typically still end up with a weaker structure than that of the inner fenders. Inner fenders just make it quicker, stronger, and cleaner looking for the most part. I've been waiting for them to release so that I could build the core support off the inners and putting off doing everything all at once on my truck.

 

Just wanted to update everyone... the LT kits will work with OEM king/fox shocks, using a 1/2” spacer on top will allow for just about 12” of travel

 

Ooowee! That's good news. Think there is a time frame limit you could run the OEM's before they wear quicker or is that kinda a non issue? I know I'll need to replace stock lower control arms sometime soon, they have 86k miles. Both mid and LT arms are about the same price. Now I know I can start the journey to LT, though

 

They will work forever

 

Are 934s required to get the full 12” you got cycling it?

 

Yes

 

So around 11” with regular +2 axles I’m guessing? That’s great news and a huge improvement over stock. I think when Camburg announced they were using OEM Ext coil overs for LT a lot of ears perked up. It was a wash financially for me, but current lead times would be a bigger factor. That’s another good selling point.

 

Yes sir

 

@81Trekker

Is that ~12" of travel on the 2.25" or 4" kit?

Edit: sometimes this thread moves fast. Looks like ~12" with the +2.25" kit and 934's. That is rad!

 

very cool

 

so would the spacer be something you could add to kits? Id probably go that route and wait to upgrade coils and axles when budget permitted and just run limit strap in the front to limit the travel.

 

You can buy 1” spacers for under $40... I just looked. Also if you’re not running the 934’s then there is no point to running the spacer as you won’t be able to get the additional drop out because of cv limitations

 

so sounds like buy the base LT kit. Save up, then buy 934 with spacer. Then when funds permit upgrade coils.

 

I'm assuming I'd need to get new upper control arms to match the lower for the lt kit? Like can I still use the TC UCA's that I got with my oem King ext coilovers?