Part 4: Sure-Footed Flyer, Part II

A prybar was used to create the access needed to remove the old frontbushings and to place the upper part of the new bushings in place.

(above & right) In order to get to the rear K-member bushings, the uppercontrol arms need to be unbolted from the K-member so it can be moveddownward, making room to get to the rear bushings. A floor jack was usedto support and raise the lower control arm for re-assembly. once all theupper bushing pieces are in place, the floor jack supporting theK-member is raised.

An impact wrench was used to torque the bushings to factory specs.

Bracing was added to triangulate the new core-support crossmember andthe K-member. A 3/16-inch steel bar stock was welded between them to add rigidity and also to prevent the K-member from unnecessary movement,fixing the distance between the crossmember and K-member.

Strut rods were pieced together from 1-inch, .095-thick-wall chromolytubing that measures 19.5 inches in length.

We added a chromoly Teflon-lined rod end to each strut rod. The mountingpoints are the lower control arm and the new core support crossmember.

The pivot points of our strut rods are on the same plane as the pivotpoints of our lower control arms. This was not done by accident. Bymaintaining the same pivot points, the lower control-arm bushing willnot be subjected to abnormal wear from twisting, and will be allowed toarticulate as intended with a more favorable motion. The strut rodlimits tension conveyed to the torsion bar when braking or driven hard.The torsion bar will no longer perform double duty as a spring and alocator for the lower control arm, allowing it to do what it doesbest--providing the suspension's spring requirement.