1997 Jeep Wrangler TJ - Project Teal-J II, Part 3

Project Teal-J II, Intro
Project Teal-J II, Part 1
Project Teal-J II, Part 2
Project Teal-J II, Part 3
Project Teal-J II, Part 4
Project Teal-J II, Part 5
Project Teal-J II, Part 6
Project Teal-J II, Part 7
Project Teal-J II, Part 8
Project Teal-J II, Part 9
Project Teal-J II, Part 10
Project Teal-J II, Part 11
Project Teal-J II, Part 12
Project Teal-J II, Part 13
Project Teal-J II, Part 14

In our previous installment of the buildup of our '97 Jeep Project Teal-J, we improved its capability on nasty trails by swapping in an Atlas II transfer case from Advance Adapters. This month, we decided to help keep the Teal-J's tires on the ground by installing a flexible suspension.

When our TJ was first built, there weren't many suspension systems available for it, but now lots of companies have TJ kits. One that was introduced recently that caught our eye was the Fabtech 6-inch long-arm suspension kit. Fabtech has its roots in desert racing and has always built strong stuff, so we were interested to see the company's take on a Jeep suspension. Plus, we knew that it was time to try out a long-arm kit on a TJ.

So once a kit was available, we drove to Fabtech and followed along as a much more flexible suspension was grafted onto our Teal-J. What follows are the highlights of the installation.

Back in 1997, our Project Teal-J was equipped with a Teraflex system that consisted of new lower arms with pivots and coils. This system did what it was designed to do, and it held up well to the abuse the Teal-J has seen, but we wanted to try one of the newer long-arm kits. So the first step was to get the old suspension out of the way.	With the front suspension gone, the crossmember/skidplate assembly can be removed.	Once that was accomplished, the torch was busted out and the lower control-arm mounts on the frame were removed. They have to come out to allow clearance for the much longer Fabtech lower control arms.
With the skidplate removed and the lower control-arm mounts cut out of the way, the new Fabtech subframe assembly can be put into place. It provides the mounting location for the new control arms.	The new subframe bolts to the framerail using the three existing factory holes, but for further strength, three more holes are drilled so the subframe can be securely mounted.	The crossmember/skidplate assembly is then bolted to the bottom of the subframe. This lowers the back of the transmission and transfer case to help get the driveshaft angle right and ensure that there is no vibration. It does reduce ground clearance, but Fabtech is working on an improved crossmember/skidplate that does not rob any clearance. It uses different engine mounts to angle the driveline to ensure the proper driveshaft angle.
To get the driveshaft angles right, your TJ's transfer case will have to be equipped with a slip-yoke eliminator kit. Without one, there is no way to get a vibration-free driveshaft into place. In the previous installment of our Teal-J project, we installed an Atlas II transfer case from Advance Adapters. It is roughly half an inch shorter than an NP231 with a slip-yoke eliminator kit, so a proper-length driveshaft will not be a problem.	Next, the new Fabtech upper and lower arms can be put into place. They are much longer and stronger than the stockers, and allow for plenty of flex.	Instead of a rod end, the Fabtech arms feature a joint that is similar to a Currie Johnny Joint. It allows for plenty of rotation, like a rod end, but is encased in urethane to eliminate vibration. The two urethane halves also interlock with each other and are greaseable with a standard zerk fitting.