Your 3rd link isn't the first thing in the suspension to limit your up travel?
Nope. The pitman arm-to-tie rod clearance is. After that its 37" tire-to-fender clearance (stock wheelbase). Not sure what it would take to run out of space on the link tower. Worst case, you could use the middle hole and chop the top of it off. On the 5-cylinder...there's really nothing in the way, and the link tower fits perfectly up into a void between the frame and the motor.
Is the steering box benefit from being on the opposite side or just the model that he used? Ignorance is bliss haha
His steering box benefit is two fold:
First, he is using a reverse steer box (Toyota FJ-80 maybe?)...so the pitman arm points forward. Because of this...the pitman-arm is not located directly above the tie-rod. So the two are not in danger of colliding during full compression. Second, because of the forward pointing pitman arm, he was able to scoot the axle forward quite a bit (2" I'de guess). This allows him to lower the ride height as well because the tire is not in danger of rubbing on the fender. So the benefit is multi-pronged and I honestly wish I had done this with my rig. This box is available in both RH and LH versions.
Additionally, he is able to run Corp-10b knuckles on his cross-over steering. This is only possible because he has RH steering and everything is "flipped" from the normal position. The fact that Corp-10b's never came with a passenger-side flat-top is irrelevant in Australia...because he needs a DRIVERS-side flat-top (which they all are). The difference between the Dana-44 and Corp-10b knuckles is that the tie-rod mounts in a lower position on the Corp-10b's. While this may hang-up on trail obstacles, it also gives more clearance above the knuckle for the up travel (and allows lower ride height). This is only possible because he has RH steering. Here in the states, we would not be able to run this because Corp-10b knuckles never came with a passenger-side flat-top. So we run Dana-44 knuckles to get the passenger-side flat-top, and thus allow us to bolt a steering arm to the passenger side and run a typical cross-over steering rig. This is sort of a non-issue in terms of travel clearance but, its worth pointing out that RH drive trucks have the option to run cheap (like $20 each) Corp 10b knuckles, while us LH drive trucks must bone up $250 for the Dana passenger-side flat-top. They are increasingly rare and the prices reflect that.
