Smooth Ride

Airbagging your truck doesn't mean that you have to sacrifice ride quality and handling. We understand wanting to go as low as possible and laying your frame smack on the ground with big rollers, but you definitely don't have to lose good ride quality. When most trucks are 'bagged, the antisway bar is usually ditched. Just because your stock shock mounts can't be used, doesn't mean that shocks can't be run up front without interfering with your turning radius. Sometimes, the shocks are relocated too far back and interfere with the rim, and the angle at which they are mounted can reduce the shock's efficiency. We often come across shocks that are mounted such that either the shock or shock mounts break due to the stress from improper installation.

Another important factor is suspension geometry. Certain trucks can be 'bagged to lay without drop spindles, but depending on the size of the rim, ride quality will be sacrificed. The simple addition of drop spindles, the proper relocation of shocks, and the right airbag can make an enormous difference. We used a pair of Belltech 2-inch drop spindles, along with Monroe '65 VW front shocks, which offer more travel and match the weight specifications of the Toyota, to smooth out the ride. After Sadistic Iron Werks finished installing the shocks, spindles, and Contitech airbags, we had the truck aligned at ride height. We then went for a drive on Balsam Avenue in Hesperia, California -- the most brutal stretch of road we've ever seen. If our Toyota can handle the bashings from Balsam, it can take on just about anything.

We began by jacking up and putting the Toyota on jackstands, then removing the wheels.	To remove the spindle and hub assembly, the caliper was unbolted and properly secured out of the way to prevent the brake lines from being stressed. The ball joints were then broken free from the spindle.
After the lower control arm and stock spindle were removed from the truck, the hub came next. The dust cap was removed to access the castle nut, which holds the hub and rotor to the spindle. Remove the castle nut and then take the rotor/hub assembly off the spindle.	The backing plate was unbolted from the stock spindle for reuse. Some people don't reuse the backing plate because it looks cleaner without, but brake dust will collect more quickly.
With the stock spindle out of the way, it was time to rework the lower control arm. Bobby measured the area the arm needed to clear the control arm subframe.	Next, we carefully cut the marked area out of the control arm.
To maintain the stock look of the arm, as well as retain strength, the removed piece was trimmed and TIG-welded to an inboard location.	Once completed, the arm will have more travel than stock, but looks as though it was never touched.
Another trick on Toyota trucks is to flip the lower ball joint. Unbolt the ball joint from the bottom of the arm, and bolt it back into place on top of the arm.	Here's a look at another key component: Belltech's 2-inch drop spindle.
The lower arm, Belltech spindle, and hub assembly were bolted back in place.	Sean then jacked the wheel up to check the clearance at the control arm. With the wheel jacked all the way up, it was also time to measure an area for the shocks to be installed.
After checking the turning radius and measuring the shock travel, Bobby made new shock mounts from i/4-inch steel plate.	Here's a look at the Monroe shocks bolted to their new mounts.
The mounts were double-checked for measurement, then welded into place.	The shock was bolted to the top mount, then compressed to measure exactly where the bottom mount needed to be installed.
The bottom mounts were cut from the same i/4-inch steel and cleaned up.	Holes were drilled in all the shock mounts for the shock bolt to pass through.
This is the lower control arm (after it was modified for clearance) with the bottom shock mount welded and gusseted into place.	It looks pretty good. With the new shocks, the Belltech drop spindles, and the Contitech airbags, the 'Yota now rides like a dream.