Here are some installation notes and experience with the ICON rear suspension links on my FJC. Please review the enclosed installation instructions with these links from ICON first.
For the FJ Cruiser, the parts numbers and suggested retail prices are as follows:
Rear Lower Control Arm, PN 5-4000, $695
Rear Upper Control Arm, PN 5-4100, $399
Panhard Bar, PN 5-4200, $249
Rear Lower Control Arms (LCA): Each ICON LCA weighs approximately 9.5 lbs and is exceptionally well made; for comparison, the OEM LCA weighs 5 lbs and uses rubber bushings at both ends. With the front tires blocked and my FJC sitting on a level surface, I removed the driver’s side first and use the old LCA to set the ICON LCA’s length (you can use the two bolts to line up the bushing or rod end eye). I installed the frame side first and make sure that the rod end is offset towards the outboard side. I needed to use a cargo strap to pull the axle forward to line up the bolt for the axle side mount. At this point, I only hand tightened the nuts. Repeat the same for the passenger’s side LCA. I bounced the rear bumper of the FJC a few times to settle the suspension and then used loctite and torqued the nuts to 96 ft-lbs. Finally, I used Redline synthetic grease on the fittings on the axle mount side (2 pumps each).
The ICON rear lower links are designed with unequal length spacers on the rod ends to improve the rear suspension geometry (restore some roll stiffness which is reduced when using taller rear springs).
Rear ICON lower link (frame side) with unequal spacers. Spherical bearing shown is an FK JM16T.
Pinch bolts allow on-truck LCA length adjustment.
Grease fitting is easy to get to on axle side. A rebuildable Currie Johnny Joint is used on this end.
Bracket for emergency brake cable installed.
My rear LCA mounts have been plated by Jason of DeMello Offroad, so I'm using longer bolts for the pivots on the frame side (the factory bolts and nuts can be re-used if the frame mounts have not been modified). I re-used the OEM bolts for the axle side with new OEM nuts.
I now have over 13,000 miles on these ICON LCAs and only needed to grease them once after a fairly deep fording just the get the water-contaminated grease out. The rod ends have not required any maintenance at all. I was very bored one day and wiped them clean once.
Rear Panhard and Rear Upper Links: For comparison, the factory panhard bar weighs 11 lbs and the ICON version weighs 8.4 lbs. The factory rear upper link weighs 3.5 lbs and the ICON version is only 2.9 lbs each. Replacing these three links results in a 3.8 lbs weight savings. The ICON panhard is mae from 1.25" OD x .25" wall DOM tubing.
Driver's side view of the ICON panhard bar (FK JM12T spherical bearing side with pinch bolts facing out). Torque for this bolt is 96 ft-lb.
Passenger's side view of the ICON panhard bar. Polyurethane bushing side. Torque for bolt is also 96 ft-lb.
Close-up view of the driver's side of the ICON panhard bar showing the adjustment collar. A 1/4" diameter punch or drill bit can be used to rotate the collar to adjust the panhard bar length. Torque for the two pinch bolts is 40 ft-lb.
Driver's side ICON rear upper link. FK JM12T spherical bearings are used on the axle side.
Passenger's side ICON rear upper link.
Bushing end of the passenger's side ICON rear upper link. Torque for the nut is 59 ft-lb.
A few more photos of the ICON links. Rear upper links and panhard bar installed. I was able to install all three without having to lift the rear axle or using a ratchet strap.
When installing the driver's side of the panhard bar, I recommend removing the cable clip and cable to prevent its damage (to remove the clip, use a pair of needle nose pliers to squeeze the plastic prongs and push the clip out of its hole). The rear axle can then be centered by using a 1/4" punch in the adjustment collar and measuring the distance between the tire's sidewall and frame on both side.
Matching ICON upper and lower links. For the upper links, I installed them with the pinch bolts on the outboard side so the pinion angle can be adjusted without having to remove the upper links. I also preset the upper links' length using the factory links as a starting point.
The bolt on the driver's side frame mount for the rear upper link took the most time due to its lack of access. I was able to reach the bolt using my 1/2" ratchet with a 6" extension by placing the ratchet wrench between the fuel tank and the rear sway bar. After all the nuts are properly loctited and torqued, I applied synthetic grease to all the grease fittings (about two pumps each).
I only have about 250 miles on the panhard and rear upper links so it’s too early for any feedback except that they are a huge improvement over the factory components (rear axle feels very solid--a lot less play than the factory rubber bushings but without the harshness). The rear upper links and panhard bar really complement the LCAs. Thanks Dylan (ICON) and Jason (DeMello Offroad) for the great products and customer service.
Linear Mode
