1994 bronco long travel

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• 1980-'96 Bronco Tech

4" recommendations 1994 bronco EB

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Hello ! Right now running 33" stock suspension. Looking to go off road nothing crazy just Uwharrie trails etc... looking for a 4" with extended radius arms. Any recommendations would be great. Pics also  

Yo Buck, Consider a Superlift® 4 inch Installation in a 90 Source: by member 90Beater  

Bronco & F-150 Mid-Travel Suspension Kit / Stage 2

Agree with the above. Or Desolates stage 2 kit The big reason is the hiemed radius arms. They simply just work better then the bushings. I also like the feedback they give when driving down the road. (some may find this annoying) I have a '96 on 31's with the Desolate Leveling kit, with the long arms and am very happy with it. Very likely go with either solo or desolate when I replace the 4" lift on my '92. It is a procomp that has been installed since 2002. Zero issues, with it. I have had it both at the 6" lift height and the 4" lift height. Rides and drives great. Just wanting something with more travel for going fast in dunes. A good compromise maybe to get the normal Procomp lift, and then add a set of either Solo or Desolate extended arms. THO the cut n turn stuff is good stuff that they offer too, just pends on your budget.  

I went with the Desolate Stage 2 over Solo just for the high clearance radius arms. Can't go wrong with either company though.  

I did the same as above but used a Threat Motorsports kit because it's less expensive and is essentially the same as Desolate or Solo.  

I have also been pleased with all the Threat stuff I have gotten. Sometimes they are a little harder to get a hold of but I think is small shop in comparison (I have never not gotten an answer tho, just not quiet as fast to respond is all I am saying) Threat usually has great deals on black friday and sometimes posts good deals from people that back out on facebook and stuff too. I guess I am saying pays to cross shop and keep your eyes open a bit. Giant also sells a nice kit which uses drop brackets, however they are braced tot he outer frame rails too. Cost wise not sure makes sense for the original poster but just sharing as another option. The needed balljoint angle is a downside to the cutnturn way, even tho tons of trucks running around like that with seemingly no issues.  

AutoFab has some suspension stuff too. Lol i was recently investigating quarter elliptical springs for my offroader and have seen quite a few companies making bronco lifts and such in that search.  

AutoFab is good stuff, tho you might not think it if you just looked at website. I urge anyone to also pick up phone and call them. They are off-road people not website people. They also make some of if not the best fiberglass for these trucks I have ever seen/installed.  

CrazyBRONCOguy said: AutoFab is good stuff, tho you might not think it if you just looked at website. I urge anyone to also pick up phone and call them. They are off-road people not website people. They also make some of if not the best fiberglass for these trucks I have ever seen/installed. Click to expand...

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• 66-77 Ford Bronco
• Bronco Tech

Long travel?

• Thread starter Northwest69EB
• Start date Jun 7, 2016

Northwest69EB

• Jun 7, 2016

I know this has been gone over many times but can I PLEASE get some replies with company name and kit people are using for reliable bolt/weld on long travel syspension kits?! I'm currently running the James Duff basic 3.5" old school lift kit with add-a-leaf in the rear and a 2" body lift, (I bought it like this) it's an ok lift for a street only rig but my plans go way past street only. I need my truck stable enough for 300 mile road trips and weekend wheeling adventures. I've googled the you know what out of long travel and it seems all the major early bronco parts companies ( James Duff, Wild Horses, BC Bronco, Tom’s, Bronco graveyard, Sexton and ect) sell their long travel kit and say it’s the best. I’m asking you people who really does make the very best and reliable bolt on streetable long travel! For reference my truck specs: NP435 4-sp D44 front disk w/chromolly axles and Aussie locker Rear 9” w/Datroit Soft locker Currently running 33” BFG mud terrains (35” tires in the future) JD classic 3.5” lift  

Bronco Guru

It sounds like you have a nice rig now, and want to make it even better. I can tell you from personal experience that the suspension systems of today, are vasty improved and WAY better than the suspension systems of yester-year. After 20+ years of real-world driving experience, listening to their customers, refining the products, and having custom specific parts made for an Early Bronco, companies like Wild Horse's and Duff's can't be beat. Much of it will be personal perference, how much to lift it, what you're doing now and what you may do in the future, how much money you want to spend, how much time & effort you have to dedicate, and so on... Myself and many others choose to use the experts at the top two companies for several reasons. When you choose Duff or Wild Horses you're getting the best products, knowledgable sales staff, service before, during and after the sale, and involved companies that truly have a deep vested interest in the world of early Bronco's, and you personally as a customer. I'm thankfull to have such great vendors, and choices. And this website is such a valuable source of information! Other motor sports catagories don't have these options and this level of commitment from their vendors.  

Whoaa, thank you for the advice. This is my 2nd bronco the one I had 10 years ago was in much distress so I was never able to build it they way I'd hoped. Fortunately someone with the money/time/knowhow bought the truck from me and restored it, many years later I'm at a place in my life where I can afford to invest money/time/blood/sweat into this truck and I want to do it right! I will research Wild Horses/James Duff and see what they have to offer along with giving them each a call for advice.  

What part of the Northwest are you in?  

I would say that, while the springs should perform pretty much the same between our companies (I am biased a little towards our rear leaves however, but more on that later) the travel duel between us will lean to Duff right now if you opt for their long-arm setup. Very nice design and quality, and pretty much a necessity to fully take advantage of the extra travel that the shocks, mounts, springs and other things that comprise a "long travel" suspension. A stock length Bronco arm will actually work very well for most of us in most circumstances (just ask most of us!), and definitely gets you almost there. But if you're looking for that last fraction of an inch of wheel movement, long arms are the way down that path. If you're going to go that route though, and drive it on the street and to the trails still, you'll likely want to add anti-swaybars and just the right shocks to that mix. We have the setup dialed in for most circumstances except for the longer arm option. Just haven't seen anything we really liked to sell yet, and the ones we built recently were very nice, very stout, but still a little too expensive. Hopefully in all of your reading and previous Bronco experience, you're already aware of all the other stuff that goes along with wheel travel and ridding the ride of weak links. Things like brake lines, driveshafts, steering linkage, trackbars and their mounts, parking brake cables, even extra body mods in case your tire choice is at the upper end of the size range for the lift installed. If you need to know more of those details, these guys here know their stuff and are happy to give out the info based on their experiences, as well as the good, the bad and the ugly results that sometimes crop up first! Good luck Paul  

needabronco

Here's the recipe I'd suggest. WH 3.5" coils and rear leafs, Bilstein 7100 12" travel up front and 10"s out back, extended brake lines, and tall bumpstops. Buy the Superduty shock mounts for the front, you may have to fabricate the rear mounts, but I'm sure someone sells them too. You can either fabricate your own long arms such as Lars Bars or go with the Duff arms, your choice. With 33"s that will pretty much allow you full stuff of the wheels and get some decent droop. With 35"s I'd add a 1" body lift and trim accordingly.  

Like you, mine came with a mix of early "Duff Tuff" stuff on it (plus some Rancho). I am no expert and don't have much experience with other systems out there, but the the James Duff Monster 5.5" ultimate system with no body lift is around $2300 plus shipping. http://www.dufftuff.com/System_P_5_5_Monster_Suspension_Bronco_p/5000p.htm It looks nice, rides good, and feels fantastic. I like the smooth ride and great articulation of the 5.5 monster suspension, and this package combines there Ultimate and Long Travel Suspension for the front and the back. Heck of a deal. I've lifted Blazers, Suburbans, and Land Cruisers before, but nothing is as wonderfully smooth as the aforementioned setup. body lift? Up to you, but with 35" and 5.5" you most likely will not need any body lift, plus - and this is just my own opinion - I don't like the look of a radical body lift. 1" is okay, but even there I don't like messing with throttle, steering, transmission, and transfer case linkage plus differential vent tubes, electrical, etc. On the other hand, when you're doing a massive suspension upgrade, you've got a lot of this stuff out of the way already.  

broncosbybart

Completely agree with needabronco. FYI- Bloody knuckle arms are a mirror image of duffs. I'd check between the two for prices with shipping.  

My hodge podge of parts are as follows: BC bronco coils, cage arms, skyjacker leafs (don't laugh, flex well), wh extreme hoops (front), wh extreme rear shock mounts (cut rear wells kind) and duffs shocks, all 5.5 with 2" body lift. Rides and flexes really well, yet lots of body roll as mentioned in corners. However I drive to and from trails except for rubicon as I did not know what to expect up there. Not a desert racer. To change it now I would go with the 3.5" and 2" body. Getting old sucks and flexibility of my limbs has been decreasing. Keep it low and trim the body for better street ability. My .02.  

What's your budget? All stuff offered from the Broncos places to me are more like what they call mid travel in the off-road racing world.have to remember high end race trucks have 36in travel in the rear vertical. How much fabrication can you do yourself? If you can relocate the rear spring mounts, you can run a deaver race pack for a Ford ranger. They are about 10 in longer. That's what I have. I found stock length springs are good for 10in travel max before separation. My ranger pack uses all of a 16 in travel shock vertical wheel travel. So that over 50 percent more and the springs are like 200 $ more and the ride can not even be compared.  

• Jun 8, 2016

JSmall said: What part of the Northwest are you in? Click to expand...

Thank you everyone for the info! To answer some questions yes I have planned for the additional corrections the truck will need in fact I've spent the last year replacing/upgrading all other components like extended front/rear brake lines, JD front rock crawler knuckle over high steer, front/rear lockers, JD 2" body lift, FiTech fuel injection, roll cage, front winch, bead-lock wheels, WH front/rear pre-runner bumpers, WH rock sliders and all the steering&body modifications required. I wanted to use the Duff lift as long as I could until wheel travel and traction disabled me which the point I've reached now. My main goal is to keep this truck classic but FUNctional so lots of cutting/welding/fab work is out of the question, although some components will require some welding I would really like to keep things bolt on! It sounds like I may be able to utilize some/most parts already installed and it would be great to get away with keeping/using my 3.5" lift and 2" body lift while only replace the rear OEM leaf pack +add-a-leaf and maybe swapping out the front shock mount with a tubular long travel mount or F150 tall style. As for the rear do I need dual shock? Or should I just hack off the OEM mounts and get some long travel relocation mounts? Do early broncos really need front and rear dual shocks or is this just a gimmick?  

Neither. Broncos don't need them for 95% of the types of use they're put to, but they're not a gimmick either unless they're done for fun or looks. They have their place. Just not on most rigs. Paul  

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Bronco ProRunner Rear Long Travel (Race) Suspension

$ 14,502.50

Complete ProRunner rear long travel suspension system for 2021+ Ford Bronco.

KING 2.0 Adjustable Bump Stop Kit (With Brackets) 2.0 x 2 Compact Bump Stop 2″ Stroke SKU: AFB-827

Race Grade14″ Stroke King 3.0 Internal Bypass (IBP) Coilovers with long-finned Remote Reservoirs and Compression Adjusters SKU: AFB-822

These King 2.5 Bypass shocks bolt-in directly to our long travel rear upper and lower suspension shock mounts, delivering the ultimate performance from your Bronco ProRunner suspension. SKU: AFB-824

Description

Unparalleled suspension – from crawling to fast desert driving.

The first-ever TRUE production long travel suspension system for the 2021+ Ford Bronco. We engineered this kit to provide maximum performance under all conditions. Whether you’re crawling over boulders, climbing hills, or blasting across the desert, our ProRunner suspension system is designed to provide articulation and stability in the most unforgiving terrain.

Our rear long travel system utilizes a completely re-engineered upper shock mount, allowing for taller and larger diameter 3.0 internal bypass King coilovers with long-finned remote reservoirs and compression adjusters to deliver performance for extended periods with minimal shock fade. This is a fully adjustable 4-link long arm suspension system with rear track bar, made from 2″x 0.250″ DOM tubes, adjustable RockJock Johnny Joints for ultimate strength and serviceability. The long arm system is capable of 16.5″ of wheel travel, and designed for maximum articulation as well as smooth tracking on the pavement. The rear suspension system has an available King 2.0 adjustable bump stop kit with mounting brackets for a smooth landing when coming down or taking a hard hit. King 2.5 triple bypass shocks can also be added as an option, and will bolt onto the included upper and lower shock mounts.

The stock Bronco rear drivetrain is not well-suited for abuse on larger tires. This system comes standard with an APG re-enforced Ultimate Dana 60 rear axle, widened to match the 7″ wider track width of our ProRunner front suspension. The carrier is a standard 5.38 gear ratio with an electronic locking differential. The axle comes pre-tabbed for our suspension and includes all hardware to directly bolt into your Bronco. This allows you to get the most from your suspension system on 37″ or 40″ tires without the worry of damaging your drivetrain. Also included in the kit is an upgraded HD double Cardan CV rear driveshaft with 1350 U-joints for added strength.

This system is complete with all necessary hardware and mounting brackets, and requires professional installation and fabrication. THIS IS NOT A BOLT-ON SUSPENSION SYSTEM.

Our ProRunner rear long travel system includes the following:

• Upper Long Arms W/Johnny Joints (pair)
• Lower Long Arms W/Johnny Joints (pair)
• Adjustable Track Bar W/Johnny Joints+ Upper Bracket
• 3.0 Shock Tower and Frame Weld kit for lower links
• Ultimate Dana 60 Rear Axle Assembly (5.38 gear ratio – electronic locking differential – 7″ wider than stock)
• HD Rear Driveshaft with 1350 U-joints
• All necessary Grade 8 hardware

*Shipping costs will be calculated after your order is placed. A member of our team will reach out to you directly to discuss our different shipping options and provide you with a quote.

* TOWING: Excess body roll with softer spring may hinder Towing Control* Contact APG for suggestions on maintaining or increasing payload/towing capacities and application specific spring rates.

*Compatible with any Bronco model (2 Door/4 Door) except Bronco Raptor (*NOT designed for Bronco Raptor*) 

*Calibration tool (i.e. Forscan/Ford Performance/Whipple/ect) required for axle ratio programming. Failure to calibrate axle ratio may set vehicle in service mode**

*This suspension system is designed and cycled with the optional shock system below. Customer will be required to verify all geometry, spring rates, and valving if they use another shock system. Contact APG for recommended shocks specifications*

*APG bump stop kit is required for 40″ tires

You may also like…

Bronco ProRunner Carbon Fiber Wide Body System (4-door)

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APG/ExpeditionOne Rear Bumper with Tire Carrier (winch capable)

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Bronco ProRunner Carbon Fiber Wide Body System (2-door)

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83-90 Ford Bronco II / Extended Beams Stage 5

$ 7,260.00

The 86-97 Ranger & 91-94 Explorer Long-Travel Suspension Kit Stage 5  is a high performance long-travel  Front Suspension Kit for Rangers, Explorers, and Bronco IIs. Pick between 4.5 or 6″ over extended beams.

Description

Additional information.

• Applications

The 83-90 Ford Bronco II Explorer Long-Travel Suspension Kit Stage 5  is a high performance long-travel  Front Suspension Kit for Rangers, Explorers, and Bronco IIs. This kit converts the TTB suspension to use a 12″ Coil-over performance shock. This Kit is built for chase and prerunning down in Baja!

The 19 inches of front suspension travel soaks up the whoops, and delivers an amazing ride even through the roughest terrain. This Suspension kit is built for heavy off-road use, no matter if it’s on hard or soft packed dirt.

The wider beams will increase your track width for more wheel travel and stability. They allow your wheels to travel on a greater arc, just like our  Extended Radius Arms .  Pick between 4.5″ or 6” extended Dana 35 Beams. Each beam receives full plating along with a front gussets, and the pivot receive 1″ uniball cups welded into them. The Cut N’ Turned beams allow for proper camber.  We weld the remaining TTB welds that the factory does not complete.

Our 1 1/4″ Extended Radius Arms will bring back the correct caster and allows the wheel to travel on a greater arc.

The suspension system requires a 12″ coil over shock to keep your factory brake booster. 17″ of 4wd wheel travel is possible with 4.5″ over stock beams and 19″ 4wd of wheel travel is possible with 6″ over beams.

This kit comes with custom 4340 Chromoly Dutchman axles for reliable performance.

We do offer a Dana 35 TTB modification allowing you to run a Dana 44 spindle, snouts, and hub conversion. Call for shock options.

• Front suspension travel approx.: 17-19″
• Front suspension lift approx.: 4 in
• Recommended tire size: 35 in
• Fiberglass required: Yes
• 4130 Chromoly 1″ Uniball Cups welded on beam pivots

Dana 35 Prerunner Kit Includes

• 4.5″ or 6″ Extended Beams
• 4340 Extended Axles
• Cut N’ Turned TTB Beam Work ( core charges apply – read more )
• 12″ stroke 2.5 King coil over shocks with remote reservoirs
• Shock hoops
• 1 1/4″ Heimed Extended Radius Arms
• Radius Arm Pivot Boxes
• 17-4 Stainless Steel Misalignments
• Grade 8 Hardware
• FK 1″ uniballs
• FK 1 1/4″ Heim Joints
• Limit Straps
• Front Extended Brake Lines
• Alignment Cams
• Modify Dana 35 TTBs to run a Dana 44 spindle, snouts and hubs.

This product fits the following vehicles:

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• Russia, Ukraine and Belarus

How long does it take to travel from a South Moscow suburb to SVO?

By Jonathan Matthies December 9, 2009 in Russia, Ukraine and Belarus

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Link to comment

Share on other sites, oksana81   0.

Does she have a lot of luggage? I wonder if it would be faster to take a metro vs. driving especially given current road conditions.

SMR   368

I would second this. You can't take the metro all the way, but there is a train that runs from the airport to savelovskaya metro station. The train takes about 35 minutes to get from the metro to the airport. It's not as easy as a taxi, but it's a lot faster. Looking at your Google map, Google says it takes 24 minutes to get to Metro Annino from Vidnoe. Annino is conveniently on the same line as savelovskaya. It would be a long sit on the metro, but you could make it.

Well she decided to bite the bullet and delay her departure until the 11th. Poor Denis gets to celebrate his birthday by flying for 16 hours! It'sa safer this way, because who knows what might happen at DHL tomorrow morning. She may have to wait until the afternoon to get her VISAs in hand. I'm 'taking a chance' by buying the tickets before she actually holds them; but it's a calculated risk.

mox   298

My experience has been that taking the metro is going to be her best bet. Traffic in Moscow is unpredictable, and the major roads can be completely jammed up even at 2am.

My experience has been that taking the metro is going to be her best bet. Traffic in Moscow is unpredictable, and the major roads can be completely jammed up even at 2am. But look: this is your fiancee's country. Even though she's not from Moscow, she is uniquely qualified to travel within her country. Don't try to run her travel arrangements from 5,000 miles away. Of the two of you, she is the most qualified to figure this problem out. Put it squarely in her lap and let her do it. After all, if you were planning a trip through an airport in the US that you've never been to, you wouldn't ask her to plan it for you from Vladivostok, right?

The ball is squarely in her lap, and always has been. I'm apprehensive enough of about traveling to NY, I'm not about to offer her advise on Moscow traffic patterns. It was disheartening to see her hopes fade when she realized she'd have to spend another day 'of horror' in Moscow. But she said we'll simply suffer through it and meet up a day later. Not a huge deal in the grand scheme of things.

Kailey   3

http://www.aeroexpress.ru/schedule/belorussky_sheremetyevo/

Since some time aeroexpresses go from downtown Moscow to - if i'm not mistaken - every airport. Welcome to Moscow, it's not horrible at all. NY traffic is better though.

Service Center : Vermont Service Center

Consulate : Moscow, Russia

I-129F Sent : 2009-06-22

I-129F NOA1 : 2009-06-25

I-129F NOA2 : 2009-09-24

NVC received: 2009-10-02

Yellow Envelope received: 2009-10-26

Ted and Marina   0

How did it work out?

We decided to wait a couple of weeks after interview to be sure visa was in hand.

I also risked buying the tickets just after we learned of the interview date.

Marina returned to Krasnoyarsk to finish packing and telling goodbyes.

I drive to New York to pick her up this Friday

funny Marina studies english video

Days between events...

129F sent NOA1 = 17 days

NOA1 to NOA2 = 150 days...that is 5 MONTHS

NOA2 to NVC in = 11 days

NVC in to NVC out = 24 days

NVC out to being told date of interview = 18 days

NVC out to Interview = 77 days...WAY TOO LONG !

I-129F Sent : 2009-02-27

I-129F NOA1 : 2009-03-16

I-129F NOA2 : 2009-08-13

NVC Received : 2009-08-24

NVC Left : 2009-09-17

Consulate Received : approx : 2009-09-30

Medical exam, Dr Boris : 2009-12-01 Marina passed...with a few shots

Interview : 2009-12-02...Marina passed!!! Visa in hand

Where did the last year go?

Wait wait wait, now we rush to both be ready.

She flys out this Friday, and we both have so much to do!

The house looks as only a guy has lived here for many years.

Estimates/Stats : Your I-129f was approved in 150 days from your NOA1 date.

Your interview took 261 days from your I-129F NOA1 date.

Sounds like a plan!

Plans go to chaos!

Aeroflot was 1 hour late of flight from Krasnoyarsk to Moscow, and they sat on runway in Moscow another hour...

Aeroflot put her in motel, and a few meals...but all plans after arrival are in a mess.

A large snow blizzard is heading this way, and should be in New York about the same time she lands on December 19.

(I think she brings Siberia with her)

We may be stuck in New York a few days, as it is a long way home to Alabama by car, with snow blocking the path.

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Extended Long Travel Radius Arms, 78-79 Bronco & 73-79 Trucks Configuration

From: $ 1,274.90

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Arm color 1 arm color.

Choose Duff Signature Blue or Midnight Black.

Available options:

Upper Coil Retainer Tabs 2 Upper Coil Retainer Tabs

These hold the top of your coil spring in place. One pair includes hardware. Zinc plated for rust resistance.

Optional lower coil retainer 3 Optional lower coil retainer

C-cap spacers 4 c-cap spacers.

If you are using Long Travel Radius arms on a High Pinion Dana 44 or Dana 60 then you must purchase these spacers that go in between the c-cap and head unit to accommodate for the larger axle tube of the HP44 or Dana 60 axle.

C-Bushings 5 C-Bushings

Choose 2,4, or 7° - With positive caster adjustment built-in, our C bushings will help recover the steering control lost from lift kits and wear and tear. High-quality Black polyurethane bushings.

Big Bronco or Solid Axle Swapped Full-Size Bronco - Long Travel Radius Arms 2-4″ lift: #6002 2° C Bushings 5-6″ lift: #6004 4° C Bushings 6″+ lift: #6007 7° C Bushings

New C-Caps 6 New C-Caps

Add new bare or color-matched c-caps. Our long arms do not come with c-caps, so if yours are missing or you'd like to have a pair that match your new arms. Select which color you'd like below.

Dual Shock Spacer 7 Dual Shock Spacer

If you are installing dual shocks with your long travel radius arms using our universal shock tower, you will need the dual shock spacer kit.

8 Review and Purchase

Earn up to 1,713 DuffBucks.

• Description
• Reviews (1)

Please note: Due to the huge popularity of this item, Depending on color these may be on a delayed shipment of 2-4 weeks. You will be emailed with an estimated ship date after your order is placed. 

We originally designed this long arm for the ’78-’79 Big Bronco, Our proven Long Travel Extended Radius Arm is Designed for rugged off-road use while enhancing drivability. Fabricated out of 2″ diameter, heavy-wall DOM at a whopping 5/16″ thick! For strength and safety, we designed a separate cast steel head unit to mount to the C-wedges on the axle with your original C-cap or our new ones sold separately. These arms are 10 3/4″ longer than a ’66-’79 Bronco arm, moving the pivot point farther back. This vastly improves suspension travel & articulation but it doesn’t stop there. These arms also improve handling & control for on-road driving.

• Proven Design since 2001
• Bolt-in C-Channel Frame Mounts
• 10 3/4″ longer than stock
• Built-in 4.25 degrees of added caster
• Backed by the best customer service in the industry
• Big Tires? Due to the offset built into them, t hat’s what these arms are made for
• Needing more articulation, more flex? Our extended arms will give you the most of any arm on the market
• Strongest extended radius arms available
• Made from 100% brand new American Materials
• Comes powder coated with all necessary hardware
• Just say no to janky designs and core charges!

Fabricated from all new materials; no core charges, no cutting or welding to 40 to 50 year old cast arms. Built-in caster means better alignment and handling. A tight to the frame rear mount holds the arm with a high quality 1″ bore Teflon lined and lubricated Rod End, keeping it closer to the frame for improved ground clearance and break-over angle. Tons of travel, a tighter turning radius, better ground clearance and improved handling all in one product! Includes arms, head units, rod ends, frame mounts, bushings, and all necessary mounting hardware. Requires at least a 4″ suspension lift for ’78-’79 Ford Broncos. C-bushings are sold separately due to vehicle variations and lift height. This kit includes arms, cross member brackets, specially designed frame brackets with a backside reinforcement, and riser brackets for the brake lines. The arms are the same proven design that we’ve been selling for years! Combine with our Cast C-Wedges, C-Caps, and Spacers to swap in a new Dana 44 or Dana 60! Note that a High Pinion 44 or 60 needs about 8 degrees of caster, 5-6″ lift on this axle will utilize the 4-degree C-Bushings #6004. Any more lift then that use 7-degree Bushings #6007. The caster numbers can be adjusted on all axles depending on what angle the C-wedges are welded onto the axle. Please note these are heavy-duty, they come in two packages totaling 121lbs!

Want to know what’s involved for installation? Download instructions here.

Q: What is a radius arm and why should I upgrade to the James Duff Long Arm? A:  James Duff Inc. has been the leader in Bronco off-road suspension for over 20 years. Why you ask? Our Extended Long Travel radius arm matched with our long-travel suspension systems allow the Bronco to traverse over almost any terrain. Designed and manufactured by James Duff Inc. It is a tubular & plate steel design that utilizes a secondary cast steel component called a head unit to mount it to the Bronco. This two-piece design not only makes the install easier but also incorporates 4.25 degrees of added caster. When it comes to lifting Bronco front suspension, CASTER IS KING! This extended length radius arm is not only MASSIVELY stronger and offers MORE caster than the OEM design but it also allows up to 37″ tires to fit w/o sacrificing the Broncos tight turning radius.  This arm is a direct fit for all dana 30 & 44 axles made from ’66-’79. 

Q: What axles are these arms compatible with? A:  Our radius arms are designed and engineered to work the factory-equipped Dana 30 or Dana 44 front axle on the Early Bronco Platform. They will also work in the Full-Width High Pinion Dana 44 that comes installed in the ’76-’79 F-150 4×4 or ’78-’79 Big Bronco. If you are wanting to pair them with another axle such as a Dana 60 or Super-Duty 60 then you must ensure that the axle uses the  ford style axle wedges  or you must grind off any brackets that use a different style attachment point and weld on the wedges we sell. 

Q: I ordered these but they are missing the part to bolt on the head unit to the axle!  A:   Correct this kit doesn’t include new c-caps. You must select that option at check out or reuse your factory-equipped C-Cap. Keep in mind we offer the optional c-cap add-on in color-matched powder coat or bare if your C-Caps are in rough shape. 

1 review for Extended Long Travel Radius Arms, 78-79 Bronco & 73-79 Trucks Configuration

Samuel (verified owner) – January 2, 2023

Really good quality very strong good powder coating

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