The one I had clears the frame by too much, and yours looks to have ever bit as much drop as mine did. That put it (or rather the DLE) into contact with the axle on up travel before it hit the bumps. Even with the huge 4" bricks on my K5, it hit well before the bumps. And this is fact, not conjecture, because it took off the grease fitting and marked the spring/DLE from multiple hits. The only solution is to go to a flatter pitman arm, or lower the bumps and loose up travel...
But apparently, the arm that came on mine was not the 4" drop Ford arm, but maybe a 6"? Still, even if it is a nominal 2" higher on the Ford arm from the article, the bumps on my K5 could easily have let it hit on full compression. I'm much better satisfied with the Ford arm, and the only down side I see is the very slightly increased angle of the drag link causing ever so slight an increase in bump steer.
But apparently, the arm that came on mine was not the 4" drop Ford arm, but maybe a 6"? Still, even if it is a nominal 2" higher on the Ford arm from the article, the bumps on my K5 could easily have let it hit on full compression. I'm much better satisfied with the Ford arm, and the only down side I see is the very slightly increased angle of the drag link causing ever so slight an increase in bump steer.
Please be careful and inspect frequently. There are lots of things done every day that increase risk without a catastrophic failure, but I like to do what I can to improve my odds, not reduce them. Worst part is, if a pitman should fail at 60 on the freeway, you'll have absolutely zero control as you potentially enter the oncoming lane and take a header into a vehicle full of a young family who will never make it where they were headed. Not to bash on you, but that’s the type of thing that causes pressure to enact lift laws and inspections that people cry and moan about when it prevents them from building the truck they want...
... or were you talking about another kind of tangent? 
