We will be pulling the factory carrier out of the housing and take a few dimensional measurements. We have a simplified version of our measuring form available online in the Service & Parts Manual.
TORSION BAR REMOVAL
Before removing the original
1. Torsion bars, the vehicle’s front and rear rim to guard measurements must be taken and noted down, as per Image A. Ride height is measured from the bottom of the rim to the wheel arch vertically through the centre of the hub.
2. Using either a hoist or axle stands; raise the vehicle so that the front suspension is off the ground.
3. Refer to Image B:
After cleaning and lubricating the two adjusting bolts, in the torsion bar anchor arms, measure and note the amount of thread protruding through the lock nut.
4. Using only hand tools loosen and remove the adjusting bolts.
5. Remove torsion bar and anchor arm assembly. Slide anchor arm and dust covers (if applicable) off the torsion bars.
6. Thoroughly clean the anchor arms, adjusting bolts and dust covers.
Thoroughly clean the anchor arms, adjusting bolts and dust covers.
TORSION BAR INSTALLATION
7. Refer to Image C: As each OME torsion bar is preset they are marked (LH) and (RH) and because of this they must only be installed as marked. As viewed from the driver’s seat: LH -to the left hand side. RH -to the right hand side.
8. Refer to Image D: Where there is a master spline on the torsion bars (shown in white) on installation they must be aligned to the anchor arms. Where the torsion bars have the same spline sizes at each end, the torsion bar can be installed with either end to the front.
9. Slide the dust cover (if applicable) over the Old Man Emu torsion bars and apply grease to all splines and threads.
10. Install the torsion bar and align the anchor arm so the adjusting bolt is just protruding through the anchor nut. If required, the torsion bar can be rotated one spline at a time to adjust the position of the anchor arm.
11. Tighten the adjusting bolts so the same amount of thread, as noted in step 3, protrudes. Install dust covers.
12. Lower the vehicle back onto its wheels and drive a short distance to settle the front suspension.
TORSION BAR ADJUSTMENT
All torsion bar adjustments must be done with the vehicle raised off the ground and the front suspension hanging. Do NOT adjust the torsion bars with the vehicle wheels on the ground.
13. Park the vehicle on level ground and measure the vehicle’s rim to guard measurements
(Refer to Image E).
14. Use the torsion bar anchor arm adjusting bolt to raise or lower the vehicle’s ride height, also to trim the vehicle from side to side, to the desired height.
FRONT SUSPENSION DROOP CHECK
15. To maintain good drive shaft, ball joint angles and to stop constant front suspension top out,
it is important to check after adjusting the vehicle’s ride height, that the vehicle has enough front wheel droop. Generally, a vehicle must have a minimum of 50 to 70mm of downward wheel travel (droop)
16. Front suspension droop is checked by taking the vehicle’s front rim to guard measurement, while the wheels are on the ground and noting it down (Refer to Image E). Then raise the front until the wheels are off the ground and take another rim to guard (Refer to Image F) measurement and note it down.
By subtracting the first measurement from the second measurement, the amount of droop will be obtained. Carry out any adjustment that may be required.
17. All vehicles will require a headlight, front end alignment, and tire pressure check after the fitment of new torsion bars.
For 80-Series specific installs, Slee Offroad has a great write up on their site.
Our engineers are constantly checking and re-checking our products for ways to improve their design. In May 2009, we made a few small changes our bulkhead design. Seems there is a little confusion about the differences in our kits.
Benefits of the new design include:
- No need for the FERRULE or the INNER SUPPORT TUBE in the kit, and therefore there are less total parts.
- Tube can be repaired without consumable parts (FERRULE and INNER SUPPORTTUBE) and therefore the new design offers far easier in-field serviceability.
- No tear-through failures off-road if the tube is snagged and pulled sharply off to the side.
- Less parts to install means a quicker install time.
- Easier to set-up because no exact compression nut torque is required to form a seal.
- Will retrofit into any current ARB 3.5mm bulkhead fitting without removing the diff.
- New design is identifiable by the 3 notches in each of the 2 new fittings.
From May 1st 2009 all Air Lockers (ie. all Air Lockers with serial numbers 09050000 and higher) will come with the revised bulkhead kit (ARB# 170111).
Individual parts for the bulkhead kits can be purchased. The individual breakdowns can be found in our Air Locker Service and Parts Manual.
The 170105 kit was the predecessor to the 170111. These work with the 3.5mm copper seal housing line. That airline is bright and malleable. The 170102 kit is for the older, 3/16 steel seal housing airline.