Removing the two control arm mounting bolts will finish the disassembly process. You can see the obvious difference between the stock arms and the BMR tubulars. The new spring coils will be positioned farther out, over the ball joints (A) as opposed to the stock spring pockets (B), giving the system a motion ratio that is twice as large as stock.

With the control arms and suspension removed and out of the way, we were able to gain access to the nuts in order to remove the engine mounts.

The clamshell design that encapsulates the stock rubber mounts is pretty fool proof in preventing failure of the part. To get them apart, It was necessary to drill out the rivets so we could then separate and remove the rubber.

A little cleanup and rattle can action does wonders.

As is the case with many pieces on the third-gen, the stock arms are mounted with metric bolts. Unfortunately, there is no metric steel tubing available, so the BMR A-arms are built with 1/2-inch mounting holes, leaving what we felt was a bit of excessive clearance when mounted using the metric bolts. We chose to drill out the frame and replace the metric bolts with 1/2-inch Grade 8 bolts. The folks at BMR assured us this wasn't necessary. We believe them, but wanted to go the extra step for our own piece of mind.

27 years have not been kind to the stock rubber mounts. When compared to a new polyurethane mount from Energy Suspension (PN 3.1116, $22.99), they are showing their age. The poly mounts are superior in rigidity and durability.