1998 Jeep Grand Cherokee BDS Suspension Long-Arm Installation

Your Jeep’s ride quality and handling characteristics are two critical areas that Jeep engineers spend countless hours fine-tuning. You and I, being the Jeep enthusiasts that we are, tend to unravel all of the OEs hard work by making the Jeep work better for our needs. By our needs, I mean the want for more off-road performance, of course.

In 1992, Jeep launched the Grand Cherokee ZJ. Looking back, it was an extremely groundbreaking 4x4. After all, it came standard with a multilink suspension, solid axles, and could be optioned with a V-8. Unfortunately, the aftermarket in the mid-’90s wasn’t as fast moving and observant as it is today. This left the ’93-’98 ZJs with a somewhat lackluster variety when it came to suspension upgrades for many years.

Sure, you could get a short-arm lift, but with the stubby-length factory control arms, anything over three inches often equated to poor handling and performance on- and off-road. Today, there are a plethora of quality suspension options for the ZJ platform. With our ’98 ZJ progressing into a more competent backwoods explorer, we were longing to upgrade the Grand’s suspension from the basic budget boost that it had been running for some time. After getting fit with a new Dana 44 rear axle at East Coast Gear Supply (“An Ox Out Back,” Oct. ’14), we decided to use our time and ECGS team’s expertise and upgrade the ZJ with a 6 1⁄2-inch long-arm suspension from BDS Suspension.

Although, we did do a little welding (more on that later), the BDS long-arm system is designed as a completely bolt-on kit. That said, it requires a fair amount of cutting, drilling, and adjusting. While this is completely doable in your driveway, we wouldn’t suggest the install for a novice wrench. Compiled here are some of the highlights from the kit and what we had to adjust to make it work on our slightly modified ZJ.

Once we removed all of the stock frame side lower control-arm mounts, we began the install process out back with the new link brackets. The BDS rear mounts are bolt-on and use sleeve inserts to keep the sheetmetal from collapsing. Securing the brackets in place is a system of Grade 8 through-bolts and self-tapping hardware.

BDS offers poly bushings and flex joints for this specific long arm. For our intended use of the Jeep, BDS recommended the company’s standard series arms with poly bushings. It’s possible that they may wear more rapidly with off-road use, but the polyurethane tends to survive well in the humid and sandy conditions we frequent in the coastal Southeast. Another bonus, the poly bushings are extremely cheap and easy to replace.

The BDS kit makes provisions for reusing the stock rear track bar, but the bushings in ours were shot. We upgraded to a JKS Manufacturing adjustable track bar, which is designed specifically for the ZJ. We would have liked to have the bar a little higher on the axle to increase the roll center (stability) of the Jeep, but for now, this setup will work fine.

Out back, BDS includes a new set of coils and Fox 2.0 series shocks. Depending on your rear axle, you may need to extend the isolator perches or add limiting straps to keep the rear coils from popping out at full droop.

Up front, new bumpstops, sway-bar disconnects, and steel-braided brake lines work in conjunction with 6 1⁄2-inch-lift coils and Fox shocks. Our front axle and steering system were a wreck, so we’ll show you more on how we upgraded that part of the Grand next issue.

The one-piece BDS crossmember bolts in place of the stock unit. The 1⁄4-inch-steel belly plate integrates the upper and lower link mounts. We like that the front uses four independent links, as it allows the suspension to move more fluidly and tends to bind less over radius-style control arms. We did find that we had to remove some material on the back of the crossmember to allow room for our NP242 transfer case. This kit is not suggested for those running a NP249 T-case.

A right-angle drill and a set of quality drill bits will be used frequently for the install. The additional tie-in plates use self-tapping bolts, along with the stock crossmember hardware to support the rear portion of the belly plate. We’re not huge fans of self-tapping bolts, but the Unitbody doesn’t offer a lot of options.

One area we ran into a little trouble was with the front of the crossmember. The forward portion had a sizable gap between the crossmember and the Unitbody. This was worse on one side. To overcome this hurtle, ECGS’s lead fabricator, Nick “TD” Koupiaris, made a couple of 1⁄4-inch plates with nuts welded to the top. Nick then welded the plates to the Unitbody rail, and we bolted the crossmember up.

Originally, our Jeep was equipped with the CV/Rezeppa-style factory front driveline. We knew it wasn’t going to work with the newfound travel of the suspension system. We decided to swap out the yoke on the front Dana 30 to a traditional 1310 U-joint and ordered a heavy-duty replacement ‘shaft from Tom Wood’s. The 0.120-wall DOM ‘shaft came with Wood’s gold-series serviceable U-joints and a 1310 CV that bolted up with no issue.

BDS uses 1 3⁄4-inch, 0.250-wall DOM tubing for the lower control arms, which has traditionally been a great balance of strength and size. Each adjustable lower is fit with 11⁄4-inch fine threads and jam nuts. The arms offer a fair amount of length adjustment, so you can adjust your axle placement to clear larger tires.

The upper link and mount on the passenger-side front required us to modify our exhaust. This is an added expense but one of the challenges when running a four-link front suspension in such tight quarters.

At 6 1⁄2 inches of lift, our ZJ is a touch on the tall side for 33s. The meaty front and rear bumpers, along with the sliders, bring the Jeep down a bit from the projected height and also aids in the surprisingly plush ride on- and off-road. The Grand’s fenderwell openings are tight, but we could easily squeeze 35s with a little trimming.

From: http://www.fourwheeler.com/how-to/suspension-brakes/1411-1998-jeep-grand-cherokee-bds-suspension-long-arm-install/#ixzz3IyeiI6XZ 

The 10 Best Off-Road Vehicles You Can Buy

Vehicles have gone soft lately as SUVs and pickups have prioritized fuel economy and comfort over all-out off-road capability. For most buyers, that's a good thing. But plenty of truck buyers still enjoy a romp in the mud, and these 10 rides are for them.

Jeep Wrangler Rubicon Hard Rock Edition 

SLIDE BODY When a collection of hardcore off-road-duty parts came together in the TJ version of the Jeep Wrangler in 2003, it was as if every four-wheeler’s dream list of components had been built into Jeep’s most capable platform. And for more than a decade since, the Wrangler Rubicon has been the benchmark 4WD SUV. 

Today’s Rubicon package adds hardware such as Dana 44 axles, a 4:1 transfer case for easy slow-speed crawling, and a swaybar disconnect system to free up the suspension when the Jeep needs additional suspension flex on the toughest trails. For 2015 there’s a new Hard Rock version of the Rubicon that includes blacked-out trim, tough bumpers with removable end caps, red tow hooks and rock rails to protect the sides of bodytub. Also for 2015, all Wranglers receive a new Torx tool kit that includes all the tools needed to remove roofs, doors, and those bumper cap ends.

Vehicles have gone soft lately as SUVs and pickups have prioritized fuel economy and comfort over all-out off-road capability. For most buyers, that's a good thing. But plenty of truck buyers still enjoy a romp in the mud, and these 10 rides are for them.

Toyota 4Runner TRD Pro

Toyota takes off-road capability seriously: From the first Land Cruisers to today’s tough pickups, there has always been at least a handful of Toyotas that excel off the pavement. This year, Toyota has added a new TRD Pro option package to the 4Runner, Tacoma, and Tundra. Because of its size and flexy coil-link rear suspension, the may be the most capable of the bunch—and the best to drive on the street, too. 

Toyota’s Trail package already comes with a locking rear differential and the company’s excellent Crawl Control—essentially a cruise control for off road. With the TRD Pro package, the suspension is replaced with taller Eibach coils and remote reservoir Bilstein shocks. The new suspension allows for an extra inch of wheel travel at both ends. The 4Runner also gains ground clearance with taller 265/75R16 BF Goodrich All-Terrain tires wrapped around tough-looking faux beadlock wheels. 

All this makes the $36,410 4Runner TRD Pro one stout four-wheeler for not a lot of dough. 

Nissan Xterra Pro-4X 

Nissan’s stagnant truck lineup will soon get a shakeup, as the company prepares to launch an all-new 2016 Titan full-size truck equipped with a Cummins diesel next year. But if you can’t wait for that new Nissan, the company’s solid Pro-4X package is available in the Titan, Frontier, and Xterra. 

The Xterra has been Nissan’s most capable vehicle ever since the rugged ‘Ute launched in the U.S. 14 years ago. This year’s Xterra Pro-4 remains one of the few dirt-friendly SUVs. At the core of the Pro-4X is the standard locking rear differential. The equipment list also includes hill descent control and hill start assist so you don’t roll backward on a steep incline. The Pro-4X receives large 265/75R16 all-terrain tires as well as Bilstein shocks. And while the suspension isn’t any taller than what you’d find on a regular Xterra, the truck has trim proportions—it’s is one of the few vehicles on this list that could crawl its way up a tight and rocky trial without the fear of body damage.

Toyota Land Cruiser

 Few nameplates are as synonymous with off-roading as the Land Cruiser. And as Toyota’s flagship SUV has grown in size, price, and amenities, the company has been careful to retain the big ute’s talents for slogging through rough terrain. 

The Land Cruiser packs a mammoth 5.7-liter 381-hp V-8. To float over the worst trails, the Toyota uses plush-riding independent front and coil-long solid axle rear suspension engineered for increased articulation. The basis of that system comes from Toyota’s Kinetic Dynamic Suspension, which automatically allows for more suspension movement in slow-speed, off-road conditions, then tighten up as it senses lean at higher road speeds. It’s brilliant. 

Like the off-road 4Runner, the Land Cruiser also comes with Crawl Control. There’s even a system that, when activated, brakes the outside rear wheel to tighten the vehicles’ turning circle on a narrow trail. That’s smart. However, this tech, along with the luxury of the Land Cruiser, comes with a steep price tag. It starts at just under $80,000.

Ram Power Wagon

You may be looking at the most capable pickup truck available for 2015. Ram takes the Heavy Duty Ram truck’s strengths, like its solid axles front and rear and coil-link suspension, and builds upon them for the Power Wagon. The suspension is slightly taller than a pedestrian Ram 2500. To increase articulation in the three-link front suspension, engineers developed a new high movement joint called Articulink. This joint allows more flex in the suspension to keep the tires on the ground in rough terrain. If that’s not enough, simply press a button and the swaybar disconnects, freeing up more of the suspension. 

In particularly tricky or muddy spots, the Power Wagon’s locking front and rear differentials can pull the truck through. In fact, with all these systems engaged, it’s pretty tough to get this Ram stuck. But if you manage to do it, there’s a Warn electric winch hidden behind the front bumper. 

The best bang for your buck would be the base Tradesman, which starts at just under $45,000. Remember, that money is also buying you a heavy-duty truck that can tow more than 10,000 pounds.

Chevy Colorado Z/71

The midsize truck market needs a revival, and just in time, here comes the new 2015 Colorado. The smallest Chevy pickup may not rival its big brother, the Silverado, in hauling or towing. But on a tight trail, the Colorado is the truck to have. 

The Colorado is built on a modified version of the Silverado chassis, yet its proportions are much trimmer, so fewer branches and boulders will catch the body and frame of a Colorado. And the smaller pickup can be equipped with the Z/71 off road package, which includes a hill descent control system as well as GM’s automatic locking rear diff and an upgraded suspension with better shocks. 

No, this Colorado won’t challenge a Raptor or Power Wagon in the dirt. But for an affordable mainstream pickup, the Colorado should provide the right combination for navigating a moderate trail. And next year, the Colorado will come with an optional diesel, so these trucks could excel for remote overland camping.

Ford Raptor

When the Ford Raptor debuted in 2010, it was so radical and so good at high-speed desert four-wheeling that no production truck or SUV could catch it. That’s still the case today. 

The stout 411-hp, 6.2-liter V-8 makes the Raptor so quick. But it’s the suspension, wide track. and giant 35-inch tires that make this pickup so gifted in the dirt. The independent front and solid-axle rear suspension systems have been engineered to provide nearly a foot of wheel travel at each corner—double that of a normal pickup truck. That suspension remains supple at higher speeds thanks to the Fox Racing shocks. The Raptor might be Baja focused, but thanks to a locking rear differential and a Torsen limited-slip up front, the Raptor is nearly as capable for slow crawling as a Power Wagon. 

So what’s the bad news? There’s an all-new F-150 for 2015 and the Raptor isn’t part of the lineup—yet. We hear a new Raptor is coming. But if you want one of the originals, the time is now. 

Land Rover Range Rover

Just one look at the Range Rover’s sleek profile and posh interior and you’d want to classify this SUV as just another luxury vehicle. But the Range Rover has always been the flagship Land Rover, and as such, it must have serous off-road capability. 

The Range Rover’s adjustable and long travel air suspension (10.2 inches up front and 12.2 inches in the rear) and its computer-controlled Terrain Response four-wheel drive system work in concert to perform incredible feats in the dirt. For serious trailwork, the Rover can rise up on its springs and provide a foot of ground clearance. 

Where some 4WD omit water fording in their suite of talents, Range Rover engineers have designed this SUV to cross water up to three feet deep. And the Rover has an aggressive 2.93:1 low-range gearing as well as an optional locking rear differential, so it can probably crawl over obstacles that would leave other luxury SUVs with their tires spinning. 

Speaking of spinning tires, opt for the 5.0-liter supercharged V-8 and you’ll get a ridiculous 510 hp that can power the Range Rover to 60 mph in 5 seconds flat. Be prepared to pony up, though, as this beast starts at $84,000

Ford Super Duty

The Ford Raptor might be the best all-around 4WD vehicle that Ford makes. But for hardcore, slow-going four-wheeling that requires you to tow or haul a heavy payload, choose the Ford Super Duty. 

What’s important here are the Ford’s solid axles. Unlike most pickups (Ram Heavy Duty excluded) that use an independent front suspension for better street manners on their 4WD trucks, this Ford uses a solid beam axle for increased durability, axle articulation, and the ability to handle larger-than-stock tires. And with an electronically locking rear differential available as an option, the Super Duty can handle seriously tough terrain. 

This Ford packs an optional 6.7-liter diesel that cranks out 440 ph and an insane 860 lb-ft of torque. Even if you install a suspension lift and some beastly aftermarket tires, that diesel would have no problem. 

Mercedes-Benz G500

Mercedes-Benz has a legendary reputation among 4WD fans because of two vehicles: The commercial-duty Unimog 4X4s they sell everywhere but in the U.S., and this vehicle, the G-Wagen. 

The G-Series Mercedes-Benz was developed for international armed forces in the 1970s; it exists today mostly unchanged from those roots. Sure, it’s a modern Mercedes-Benz, and as such comes packed with luxury and technology. But beneath the leather, wood and radar cruise control, there’s old-school body-on-frame construction and solid axles at each end of the chassis. 

If the list of hardcore parts ended here, the Benz would still make this list. But Mercedes-Benz provides each G-Wagen (even the 536-hp AMG model) with three electronically activated locking differentials. That’s astonishing for a luxury vehicle—only the Jeep Wrangler Rubicon and Ram Power Wagon match that level of capability. 

The price of admission, though, is as steep as the hills this horse can conquer. A G500 starts at just under $115,000.