Tracker Nine Inch Suspension In The Middle
With Jim Mazzola

In the Middle:

For the driveshafts, I utilized a spacer in the rear only to obtain the correct length. A word of caution here is in order, rotational torque in a properly bolted joint transmits its torque through the clamp force exerted on the joint and not the bolts themselves. When spacers are used you must use a quality bolt and torque it to proper specs. Not doing so will invariably lead to joint failure. The last thing I want is a flailing driveshaft right under my derrière. The rear spacer is a whopping 2.5 in thick. The spacers are aluminum 356 T-6. To minimize the u-joint angularity I dropped the transmission with a new crossmember. This makes the front worse but some relocating of the front minimized this somewhat.

On the ground:

Tire and rim selection amounted to 31 x 10.50 SSR's. Rims are 7 inches wide beadlocks from Willamette Wheel with 2.5 inches backspacing. This combination results in very minimal scrub radius change from factory. Tire sizes in the 33 range are possible but I decided to not to give away to much streetability. 

Summing it all up:

There are over 250 separate steel pieces and purchased components not including fasteners or bushings that form 27 structures that make up the 9 inch lift.  I've been asked about a 6 inch variant of this lift. It would reduce the number by only 12 pieces and three structures. This, in contrast to Pro-Comps kit that contained 61 pieces including new springs, which form 9 sub structures. This substantially supports my earlier statement that a lift this extreme is very complex and costly, which certainly accounts for why there aren't any out there.

Some of the improvements in the basic numbers including tire changes are as follows: