Jett wrote:
Why would you need adjustable y link and LCA’s? Not enough adjustment range with just the Y?
Sort of. There's a few reasons for doing both, at least where the Y-link is concerned.
The factory Y-link is, to put it mildly, junk. When the bushings fail (and they will), the entire unit has to be replaced. There's also no adjustability in it, meaning that even mild amounts of lift can potentially experience driveline vibes due to pinion angles being out of spec. Add to that the waning future availability of OEM parts for these vehicles, and going to the
IRO WJ Y-Link makes sense since it's rebuildable - basically, replace it once and repair as necessary.
Re: the LCAs: at some point, the fixed-length factory LCAs are going to become a can't-ignore-them factor. The higher the rear end goes, the more they'll pull the axle towards the front end of the vehicle; this will become an issue for both pinion angle as well as tyre clearance relative to the wheelarches. By going to the adjustable LCAs, the axle can be re-centred in the wheelarches, giving it proper range of motion. Couple that with the ability to adjust the Y-link and pinion angle is now effectively a non-issue.
In other words: yep, you called it - at some point, there won't be enough adjustment available in the Y-link alone to properly set up pinion angle, wheel travel, etc.
What I don't yet know is if the OEM LCAs will become a significant issue or not until I get around to installing the extra spring isolator; it's going to basically be a case of wait-and-see. I'm hoping that they won't be necessary, but at some point I may just have to bite the bullet and install a set. That'll also mean extending brake lines, and not having a DRB-III handy to properly bleed them with makes things interesting.