Pure Performance Dodge Triple Threat Suspension

Pure Performance includes lots of instructions that cover every detail, including what length to set the upper and lower control arms to. Each control arm has a large poly bushing joint at the frame end and a rebuildable spherical joint at the axle end.

Pure Performance includes lots of instructions that cover every detail, including what length to set the upper and lower control arms to. Each control arm has a large poly bushing joint at the frame end and a rebuildable spherical joint at the axle end.

If you’re installing a Triple Threat kit on a Dodge diesel, then you’re going to quickly find out you’ll need to remove part of the exhaust to get the passenger-side control arm bolts out—unless you just cut them off and remove them (a much easier plan). Because of that, Pure Performance includes new control arm bolts so you can cut the old bolts out.

Pure’s sport-tuned coils up the ante. The progressive-rate coils ended up raising our diesel about 3.75 inches, and the ride was unbelievably better after these coils were installed. After experiencing a good progressive-rate coil, you will wonder why you ever used a standard coil on anything. To save ourselves a few minutes during the install, we put the included Bilstein 5100 shocks inside the coils as we set them in place. That way, we didn’t have to unbolt the upper shock mounts to drop the new shocks in after the coils were installed.

Pure’s sport-tuned coils up the ante. The progressive-rate coils ended up raising our diesel about 3.75 inches, and the ride was unbelievably better after these coils were installed. After experiencing a good progressive-rate coil, you will wonder why you ever used a standard coil on anything. To save ourselves a few minutes during the install, we put the included Bilstein 5100 shocks inside the coils as we set them in place. That way, we didn’t have to unbolt the upper shock mounts to drop the new shocks in after the coils were installed.

For the steering and track bar connection, you can go two routes: You can choose to leave the steering and factory track bar in the stock locations, or you can add Pure’s track bar bracket and the flip spacer into the pitman arm. The flip spacer is designed to flip the drag link from the top of the pitman arm to the bottom. Pure does this to take full advantage of the suspension droop without any fear of binding the steering. You simply drill out your pitman arm and insert this spacer before bolting the drag link back on (to the bottom this time). When you lower the drag link mounting point, you need to drop your track bar to keep parallel geometry and minimize bumpsteer. The track bar drop bracket accomplishes this and allows the suspension to use its 12 inches of travel.

The new sway bar endlinks use billet aluminum capped off with rod ends at both the axle and the sway bar side of the links. You’ll have to drill out the axle tabs to either a 14mm or 9⁄16-inch hole to accept the new sway bar hardware. Even something minor, like these sway bar links, shows the quality of the kit. The billet top caps are machined to fit snugly on top of the sway bar.

The new sway bar endlinks use billet aluminum capped off with rod ends at both the axle and the sway bar side of the links. You’ll have to drill out the axle tabs to either a 14mm or 9⁄16-inch hole to accept the new sway bar hardware. Even something minor, like these sway bar links, shows the quality of the kit. The billet top caps are machined to fit snugly on top of the sway bar.

The new sway bar endlinks use billet aluminum capped off with rod ends at both the axle and the sway bar side of the links. You’ll have to drill out the axle tabs to either a 14mm or 9⁄16-inch hole to accept the new sway bar hardware. Even something minor, like these sway bar links, shows the quality of the kit. The billet top caps are machined to fit snugly on top of the sway bar.

Since we were working with a 3500 1-ton truck instead of the 2500 (probably a more common recipient of this kit), the rear leaf springs have upper overload leaves in addition to the standard lower overload leaf. The included Deaver mini-pack will still fit this 3500 spring pack, but you’ll have to reuse your original center pins, as the new center pins supplied with the Deaver mini-packs are too short to include the upper overload leaves.The owner still uses this truck to haul heavy trailers, so he opted not to ditch the upper overloads (which you can get rid of if you aren’t loading the truck down with extremely heavy equipment).

Since we were working with a 3500 1-ton truck instead of the 2500 (probably a more common recipient of this kit), the rear leaf springs have upper overload leaves in addition to the standard lower overload leaf. The included Deaver mini-pack will still fit this 3500 spring pack, but you’ll have to reuse your original center pins, as the new center pins supplied with the Deaver mini-packs are too short to include the upper overload leaves.The owner still uses this truck to haul heavy trailers, so he opted not to ditch the upper overloads (which you can get rid of if you aren’t loading the truck down with extremely heavy equipment).

Since we were working with a 3500 1-ton truck instead of the 2500 (probably a more common recipient of this kit), the rear leaf springs have upper overload leaves in addition to the standard lower overload leaf. The included Deaver mini-pack will still fit this 3500 spring pack, but you’ll have to reuse your original center pins, as the new center pins supplied with the Deaver mini-packs are too short to include the upper overload leaves.The owner still uses this truck to haul heavy trailers, so he opted not to ditch the upper overloads (which you can get rid of if you aren’t loading the truck down with extremely heavy equipment).

Pure Performance also includes new U-bolts. Remember, it’s a good idea to put new U-bolts on any time you remove the old ones, as U-bolts stretch and can possibly break.

The Triple Threat kit includes Bilstein 5100 shocks specifically made for the Dodge truck. They are correctly valved for the front and rear of the truck, and there are no spacers or special adapters needed to bolt the shocks up into the stock locations. The 5100 may be less than half the price of a fancy remote reservoir shock, but it is very hard to beat the performance of a correctly valved set of 5100s on a truck.

The Triple Threat kit includes Bilstein 5100 shocks specifically made for the Dodge truck. They are correctly valved for the front and rear of the truck, and there are no spacers or special adapters needed to bolt the shocks up into the stock locations. The 5100 may be less than half the price of a fancy remote reservoir shock, but it is very hard to beat the performance of a correctly valved set of 5100s on a truck.

With the new suspension completely put together, you can see how much front axle droop is available.