Our Project Bronco Earns Its Long-Travel Legs
We’re guessing you’re like us: You went from a stock truck to a lifted truck…and then you wanted more. You liked the tire clearance and approach angles afforded by the lift kit, but yearned for more wheel travel, a better ride, and the ability to blast through deep whoop sections or slide around corners on dirt roads.
Yes indeed, you’re just like us—you want a long-travel suspension.
Four long years. It’s been that long since we first picked up a stock ’93 Bronco and daydreamed about someday putting a great long-travel kit suspension underneath it, with fiberglass fenders making room for some decent rubber. That was really all we wanted, perhaps with the addition of a few of mild power-adders and other basic mods. What we’ve ended up with is a completely rebuilt truck, created by necessity as its 19-year-old original parts routinely committed suicide during our on- and off-road exploits.
Even before we had this Bronco in our project fleet, we had eyed Camburg’s long-travel suspension kits for twin-traction beam-equipped Fords with interest. We knew there was a lot of race experience behind the design of these systems, and also that the components had a reputation for being rugged and well-matched. But that could be said for many suspension offerings on the market today, so we looked deeper and learned a bit about TTB theory.
“The details matter a lot,” explains Jerry Zaiden, Camburg Engineering co-founder. “The angle of the shock towers, the ways in which the beams are cut and welded, knowing exactly where the stress points are, and dozens of other bits of info. Some of them come from trial and error when you’re racing, but others come from understanding exactly how the suspension is supposed to work. Some shops just fabricate up longer components and call that ‘long-travel’ without regard to geometry or safety.”
After a number of long conversations with a few knowledgeable folks, we dropped the Bronco off at Camburg and its crew got started. Both traction beams were cut, turned, and extended by four inches. Coilover mounts were created, and then joined for support and rigidity with a removable engine crossbar. The old lift-kit radius arms were removed, and Camburg’s longer, heim joint-ended replacements were bolted in.