jeep zj long travel

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Long Travel Grand Cherokee ZJ Build

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Nice to see another ZJ. Keep up the work. I'll be following. Don't think Ive seen ford radius arms on a ZJ. (I'm using custom radius on the driver and just a lower link on passenger). Nice toys too (shop).  

are you planning to brace the arms where they're cut and welded?  

Thanks guys! I have looked at your build and am going to steal some ideas pilot! Rocklobster I plan to plate the sides and box it in top and bottom and also have a cool over mount off the top of the arm  

mounting the links off of crossmembers would allow you to run straight links up front, gain a lot of belly clearance and keep you from notching the rails. not too late.  

Rocklobster - Not a bad idea.... wish you would have never mentioned that LOL. I will probably keep the set up that I have right now though  

Looking forward to watching this build progress! Isn't it nice having a school that lets you work on personal projects in their shops! I just say it's for my senior project and they're fine with it...  

Camo - yeah sure is! Keeps things a lot cheaper too!  

I have seen a few guys running extended radius arms, how do you think they will flex? Nice work so far  

Thanks! I'm not sure why everyone hates the radius arms. Ford built trucks like this from to 60's to the 80's so they cant be as bad as all the talk behind them. If I don't like them I'll three link it later on  

I love a built ZJ. Subscribed to watch your progress. Mine is a '96, V8, on 60's, 4.56, and 37's with 6" springs. All custom built. Current projects are a doubler, winch bumper, tube fenders, boat sides, rear tire carrier bumper and Exo-cage.  

Thanks LLJ - Do you have a build thread? Not too much done on the jeep this weekend... just got some panhard bar mounts cut out on the CNC. Need to plasma cut some plates for the front of the frame next weekend to continue on  

This is pretty irrelevant now, but there was not a factory v6 in ZJ's.  

Thanks for the pic! Got some panhard brackets cut out on the CNC this past weekend and plan on building a bar to wrap and weave above the diff and under the oil pan and frame  

Digging this.  

Thanks 87, Just plated the other arm last night and made some extensions for the brakes so hopefully they wont bottom out the floor  

Those arms are beef. This should be fun when it's done.  

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Rusty's Off Road

Rusty's ZJ Grand Cherokee 5.5" Long Travel Kit

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ZJ Lift Kit – 3.5-4.5 Inch

Rocky road outfitters.

$ 679.00

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Choose shocks *, optional control arms, optional items, description, additional information.

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3.5-4.5″ ZJ Lift Kit, Old Man Emu

Let’s face it.. there are at least a hundred different lift kits out there for your Jeep. What separates one from another? Even when we flip thru magazines, they all look the same. It is the pictures of the springs, the shocks, all the nice brackets and bits… These pictures sure make those kits look nice. So how does one choose?

Underneath it all, underneath all the advertising, the flashy photos, the colorful vehicles, lies the foundation of any lift. The springs. All those lift kits you see all stacked up in the magazines and catalogs, they do have at least one thing in common… stiff riding springs.

Crummy springs are the bane of the Jeep 4×4 world….. prevalent, horrible, tough to identify. Advertising budgets and flashy colors in pictures make great camouflage for them. They’ll take your dream toy and turn it into something no one wants to ride in, and you curse every day you failed to research properly and wound up on those stiff big brand name springs.

Best springs on the market for the Jeep ZJ. No debate…

Spring manufacture is a fine art which very few companies take the time to engineer properly. The largest names in the business are guilty of it…. mass producing cheap springs that ride brutally stiff, but sell well because of the insane markup that most 4×4 shops get on those springs…. meaning they really push those big name kits. As a general rule, the less markup on a spring there is, the less likely you are to see it on your local 4×4 shop’s shelves…. which is why you rarely see Old Man Emu components. They are the best quality parts, but not the most heavily advertised. At Rocky Road… we look beyond hype and really do take a different approach to our customer’s Jeeps. A better one…

At Rocky Road, we’ve developed a way to get you 3.5-4.5″ of lift using only the highest quality Old Man Emu replacement springs, AND keeping the price extremely low due to our R&D process. The best doesn’t always have to cost more. With our Old Man Emu system, you can have the very best ride at an incredible bargain price.

Our kit uses Old Man Emu springs in the front for a full 3.5″ lift (4.5″ kits come with an additional 1″ coil spacer). Now here’s the best part…. our system moves your stock front springs to the rear for a full 3.5″ of lift in back. There are two upsides to this bit of R&D genius. First… you buy two less springs so the kit price is lower allowing your more finds for those nice new tires and wheels. Second, The front springs carry a slightly higher spring rate than rears so you increase your payload capacity. The best news is that the front springs ride extremely well in back; far better than any replacement springs you’re going to find from Rancho, BDS, ProComp, Skyjacker, and on and on…..

Old Man Emu Jeep ZJ 3-4″ Lift Kit

Now to those OME front springs… there is no question about it, the world knows that Old Man Emu springs cannot beat for ride quality. For some great engineering information on the Old Man Emu springs included in our system, please click on the OME logo at right.

Rocky Road oft-ride long travel shocks. We feel we have designed the best riding shock we have found on the market today for moderate weight vehicles like our Jeeps. Other shocks are designed for vehicles thousands of lbs heavier (namely, pickup trucks), our engineered shocks are right on the money for a Jeep. Superbly valved for a great ride on road without being mushy offroad.

OR, the ever-popular nitrogen, monotube shocks are available as an upgrade option, which allow you to adjust and dial in your shocks for your favorite setting, or change it up depending on the driving and terrain you hit for the day.

Also included in our suspension are front and rear track bar systems. The front features a fully adjustable replacement track bar and allows for ultra fine-tuning for front-end alignment purposes. The replaceable tie rod end is a very nice feature since the ends are available at any auto parts store. The factory track bar is one piece which makes it an expensive proposition to replace when (and the factory one always does) the tie rod end goes back. We do have kits for both left hand and right hand drive Jeeps!

For the rear of your Jeep, we have a very easy to install track bar drop bracket. Our bracket offers mounting positions for both our 3.5″ and 4.5″ lifts. Your axle is precisely located at each mount point for the ultimate in ease of installation. Click the photo to the left for a larger image.

Also included in our system is a transfer case drop kit. This is necessary for any lift over about 2″ to help avoid purchasing custom driveshafts. While new driveshafts are never a bad idea when you start playing hard…. most folks cringe at the thought of having to spend an extra $700-1000 just for driveshafts when a simple drop kit such as ours will take care of the job just as well.

The 3.5″ lifts don’t require control arms at all. For our 4.5″ lifts, we do offer them as an option and they can help with fitting very large tires like 32-33’s. You can view information on our affordable selection of longer control arms.

Another great optional component for this suspension is the exclusive Rocky Road Control Arm Drop kit.

ZJ Lift Kit Contains:

In a nutshell, each Trailblazer kit includes:

• The world’s best riding spring. Simply put, the best riding spring on the market available. No person, and no 4×4 shop can legitimately dispute this. Old Man Emu springs are the best, and they are the foundation of this suspension system. If you have anything else, then you have something less than the best on your Jeep.
• Rocky Road Engineered shocks. A great soft riding shock designed for the medium weight of the Grand Cherokee. Rides like a dream onroad as opposed to other STIFF? shocks built for vehicles thousands of lbs heavier.
• Adj Front Track Bar. Anytime you go over 2″ in lift, you must replace the front track bar to keep proper front axle alignment and handling. We have kits for both Left hand and Right Hand drive Jeeps.
• Rear Track Bar mount. Triangulated mounting system for super strength. 3.5″ and 4.5″ mount positions. This kit centers your rear axle with the lift.
• Transfer Case drop kit. An unfortunate side effect of lifting ZJ’s over 2″ is the need to also drop the transfer case. This helps keep driveline vibes at bay by reducing the ujoint angles and stress on the rear slip yoke.
• 4.5″ kit also includes additional 1″ coil spacers. Clears 32-33″ tires (new control arms are recommended for fitting these oversized tires.

All these items add up to the finest riding suspension on the planet. No hocus pocus parts that are unnecessary. Just the required components to make your Jeep ride better than stock, be stable on the interstate at 80mph, and offroad performance. Truly no system out there will beat the ride quality of this system and our pricing makes the competition want to cry.

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Rusty's 5.5" long travel for a ZJ

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Hi I'm new here (USA forums that is). Offroading alot, but not as hardcore as I would like to. That's gotta change so I laid my eyes on Rusty's 5.5" long travel kit for my ZJ -93 5.2 V8. There are a few questions that pops up. Rusty's 5.5 kit doesn't include t-case drop kit nor does it say anything regarding driveshaft angles on rusty's page. I cannot imagine that with 5.5 inch lift angles wouldn't be an issue. So what's the deal? do i have to install CV-shafts (cause i don't want to drop my t-case) And how about pitman? 5.5 inch is alot !!! Brake lines, ABS cables etcetera.. am i missing something ? Could you help me with this guys - i see lots of knowledge here. thx  

thanks but no thanks :thankyou: Clayton's kits are not bolt-on and require welding. I still want to know about drive shaft angles and other mods that have to be done when lifting 5.5"  

It looks to come with a drop pittman arm which I'm not sure if you need. If also includes longer brake lines. I would buy some longer rear sway bar links. But, If I were you, I would try to wait some and look at Iron Rock Offroad ZJ long arm kit which is about to come out. IRO seems to be of better quality then Rusty's. There is also the Rubicon Express kit.  

http://www.ironrockoffroad.com/  

well... i was thinking about purchasing sometime in december.. (saving til then) so maybe i'll have a chance to compare to IRO's long arm kit. still... What else do i have to consider? I can already start buying some small stuff... can't I ? definitive: Longer brake lines Longer rear sway bar links QD for 4+ inch lift ladder to be able to get in my Jeep :2thumbsup: questionable: CV-shafts (instead of t-case drop kit) Adjustable coil spacers in front (considering additional weight for bumper and winch) drop pitman arm (if not included in the kit) ABS cables ??? thanks guys !!  

drive shafts and drop kits all depend on your jeep. all jeeps are different. im at 5" and my driveshafts are fine. dont use a drop pitman arm without a drop track bar bracket because the track bar and drag link need to be paralell to prevent bump steer. you may need to modify the brackets that hold the sway bar end links to the axle. When i lifted my jeep, the drag link/ tie rod joint hit the sway bar end link braket when turning. you also may want to get brake lines. even if you dont really need them, it doesnt hurt to have them. generally, the best thing you can do is just order the basics, install them, and then go from there. im looking forward to see how your kit turns out. some people love rustys, some people hate them. the only experience i have with rustys is his tie-rod conversion... which i hate. i dont understand why drop pitman arms for zj's cost so much. most pitman arms range from 50-90 bucks on average. yet zj's are 150+... doesnt make sense to me. also, cool to see youre from sweden. im not origionally from sweden but the majority of my heritage is. my last name is Nordgren, supposedly a common name over there.  

You don't need longer abs cables. Driveshafts will just depend on your Jeep. Lift it and then see.  

allright Thanks ! I'll try first and then add components as needed - seems like a good strategy. btw nordgren is not very common in Sweden, but it's swedish allright :cheers2:  

Being one that has the 5.5 kit, my $.02. The kit come with everything you need. Dropped pitman arm, dropped track bar fron/rear, extended braided steel brake lines, etc. When I got it lifted with the stock D35 I had no vib issues with the stock drive shafts. So far I haven't had any problems. Its still tight and dosent squeak or rattle. Here is a post for my installation. http://www.nagca.com/forum/viewtopic.php?t=27644  

Mark, How is the drop track bar bracket designed? does it require a whole new track bar specifically for the bracket? i currently have a RE track bar, would that work with rustys drop bracket?  

Stay away from rustys.... just get the good stuff. RE, Claytons, IRO, and JKS components too. IMO and many others too.  

Derek33 said: Mark, How is the drop track bar bracket designed? does it require a whole new track bar specifically for the bracket? i currently have a RE track bar, would that work with rustys drop bracket? Click to expand...

FortCollinsZJ said: Stay away from rustys.... just get the good stuff. RE, Claytons, IRO, and JKS components too. IMO and many others too. Click to expand...

You should really consider having a shop do the welding for you for claytons, you can have them weld the brackets in place then do the rest of the install yourself. IRO should be out with bolton setup for ZJ's soon as well... The problem people have with Rusty's is their service, Claytons Offroad and IRO provide A+++ service, its much smarter to do business with folks like that, who consistantly conduct good business habbits, especially since you're over seas.  

I've ordered about 4 times from Rusty's and have not had a problem. There are quite a few that have though. This kit does not come with a t-case drop and it would be hard to do with the way it is set up. Clayton's is very nice and if you do some prep work to the underside, welding the brackets should be about $100-150 from a shop. Every kit has it pros and cons. I chose Rusty's due to price, rubber bushings, and no welding required. For the type of wheeling I do it works great. I don't rock crawl with it yet, just keep it on what passes as roads/trials, some moderately extreme.  

I'm currently installing the 5.5" Rusty's lift of my 95 ZJ. The customer service seemed great to me. I had a lot of questions and they answered them all quite sufficiently. All in all it looks like a high quality kit but keep in mind I don't have anything to compare it to. Problems: Kit was shipped without a lower rear control arm so my ZJ is just sitting at the shop waiting for the final piece to complete the install. The guys at Rusty's asked me if the boxes look taped up. They were and they said UPS probably lost an arm during shipment. They said they'll take care of it for me and expedite one in the mail for me. This was 10/2 and I hope to get it tomorrow. If things work out I'd have to say this was handled fairly well. The only instructions you get are the ones you see on their website with the offroad magazine writeup. I installed it with a mechanic thats worked with all sorts of lifts so we were able to figure things out, but it was a little frustrating and the pictures could be a little more detailed. On my own I'd definitely be lost. The JKS quicker disconnects had more instructions than the entire lift kit did. However, when I called Rusty's for a little help they were able to quickly send me along in the right direction. All in all, I am happy so far with Rusty's customer service. However, if I don't get my long arm in by tomorrow the sparks will definitely start flying. Other than that, I put on my new Cragar 397 and 33" Big Horn tires and this beast looks bad a$$.  

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CODE: 13949 ZJ 7" ROCK-LINK Long Arm Lift Kit

10% off IRO products - Labor Day: $158.90

Kit Products

Choose your shocks *, click for options.

Choose Your Front Sway Bar Links *

Choose Your Front Track Bar *

Choose Your Rear Track Bar *

Choose Your Rear Lower Control Arms *

• STRENGTH:  Our subframe is constructed with 1/4" steel and our lower arms are even thicker at 2"x5/16" wall D.O.M. tubing.
• CLEARANCE:  We tuck our subframe up as tight as possible to gain you the critical extra clearance to keep your Jeep low and your belly high! The lower arm connections at the chassis are as high as possible with still being able to install a bolt through them. The control arms have an inboard bend to clear your tires, so you can steer lock to lock without rubbing on them
• ADJUSTABILITY:  All the arms have tons of adjustment built in for your stock situation to your stretched crawler.
• FLEXIBILITY: Yes, of course we are talking about articulation, and the ROCK-LINK delivers plenty! But we are also talking about flexibility to install other axle combinations with ease. Use this kit with your stock Dana 30 for now, and then bolt in a Dana 44 or Dana 60 down the road!
• EASE OF INSTALL:  No welding, no complicated setup or templates. All you need is a drill, a floor jack, some jack stands and some hand tools. This is a BOLT-IN kit, although if your preferred method of installation is welding, you can do that! (NOTE: Required cut off the factory lower control arm mounts on the chassis) 
• 5/16" thick wall D.O.M. lower control arm material
• 1/4" thick, 3 piece, subframe assembly
• Huge tire clearance with inboard control arm bends
• Best ground clearance available with super high clearance long arm subframe mounts
• Makes axle swaps much simpler!
• Maintains caster through the suspension cycle
• Easy to install  without welding , only simple drilling is required!!! Seriously, you can install this in your driveway in a few hours!
• This kit is 100% bolt on!!  Strength is not compromised with this value added design feature.  However, for those of you still concerned about strength, you can weld the subframe inor bolt AND weld them in (welding to the uniframe is complicated and should be done by an experienced professional welder). The choice is yours.
• The front subframe is assembled from 3 pieces. This will allow you to remove the center section for transmission/t-case access while leaving the front suspension (long arms) installed.
• If your ZJ has the CV (with rubber boots) front driveshaft, you may need to convert to the double cardan style to accommodate the lift height. Your rear driveshaft will work with this kit.
• We do offer a  heavy duty SYE  for the 231 transfer case and a  hack-n-tap SYE  for the 231 and 242. Using a slip yoke eliminator has been proven to reduce and/or eliminate vibrations that may occur with taller lifts.
• Front and rear coil springs
• Front high clearance subframe assembly
• Front 3 Link Long Arm Kit
• Heavy Duty Adjustable rear upper and lower control arms.
• Heavy Duty Double shear track bar conversion (front)
• Heavy Duty Rear adjustable track bar
• Front and rear shock absorbers
• Heavy duty extended front sway bar links
• Rear extended length sway bar links
• Extended length stainless steel brake hoses
• Coil spring retainers
• All necessary hardware
• Detailed Installation Instructions

Recommended wheel backspacing: 4.5" TRIMMING MAY BE REQUIRED Larger tire sizes possible with bumper/fender trimming and/or extended bump stops.

Estimated Installation Time: 9-11hrs

Difficulty Level: 3

Difficulty Legend

1 - Kit includes basic components.

2 - Kit includes little to no adjustable components.

3 - Kit includes many adjustable components; may require drilling/cutting.

4 - Kit includes many adjustable components; requires welding; may require drilling/cutting.

NOTE - Labor Time and Difficulty Level assumes vehicle and/or hardware is in good condition.

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.css-7b7t20{color:#000;} 4 Inch Lift Kit .css-s5j6e2{margin:0;font-size:16px;line-height:1.6;letter-spacing:0.15px;font-family:Barlow,-apple-system,BlinkMacSystemFont,Segoe UI,Arial,sans-serif,Apple Color Emoji,Segoe UI Emoji;font-weight:400;color:#18181B;font-size:20px;font-weight:500;letter-spacing:0.15px;line-height:1.6;font-family:Barlow,-apple-system,BlinkMacSystemFont,Segoe UI,Arial,sans-serif,Apple Color Emoji,Segoe UI Emoji;display:block;}.css-s5j6e2 >p{margin:0;}@media (max-width:1023.95px){.css-s5j6e2{font-size:18px;font-weight:500;letter-spacing:0.15px;line-height:1.4;font-family:Barlow,-apple-system,BlinkMacSystemFont,Segoe UI,Arial,sans-serif,Apple Color Emoji,Segoe UI Emoji;}} Long Arm | Jeep Grand Cherokee ZJ 4WD (1993-1998)

Rough Country

.css-dphbpn{font-size:1.8125rem;line-height:2rem;letter-spacing:0.85px;font-weight:410;color:#18181B;} Features

• Aggressive appearance
• Increased ground clearance
• HD 0.25" thick crossmember
• Lower control arms feature high clearance design
• Front adjustable track bar is made of forged solid steel for unsurpassed strength and durability
• Extreme travel long arms keep optimum alignment and give optimum articulation.
• X-Flex control arm features:
• durable OEM style rubber bushings.
• Flex joints feature a massive 2.5" diameter body and 1.25" thread.
• Fully greasable.
• Upper joints pivot up to 20 degrees.
• Lower joints pivot up to 35 degrees.

.css-sgy5ag{padding-left:12px;line-height:1.6875rem;color:#18181B;letter-spacing:0.85px;font-weight:410;font-size:1.5rem;} Fitment Notes

• Does NOT fit AWD models.
• Transfer case skid plate will NOT fit models equipped with 249 transfer case.
• Exhaust will have to be cut and rerouted to make sure it is away from the moving components.

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.css-6kcrpp{font-size:1.8125rem;line-height:2rem;font-weight:410;letter-spacing:0.85px;color:#18181B;} FITMENT

Wheels & tires.

Due to differences in manufacturing, dimension and inflated measurements, tire & wheel combinations should be test fit prior to installation

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JK60LKLT-SX – 6 in. Dual Rate Long Travel Long Arm Suspension Lift Kit

6 in. Long Arm Lift Kit With Dual Rate Long Travel Coil Springs, Long Arm Adjustable Flex Links, Frame Brackets, Front Adjustable Track Bar, Rear Track Bar Bracket and Brace, Sway Bar End links, Bump Stop Spacer, Stainless Steel Brake lines, Brake Line Extension Brackets. Front and Rear Replacement Drive Shafts are Required.

Front Coils Front Coils

6" JK 4-Door Front Dual-Rate Coils

Available options:

Rear Coils Rear Coils

6" JK 4-Door Rear Dual-Rate Coils

Long Arm Component Box Long Arm Component Box

Component box component box, front adjustable track bar front adjustable track bar, choose your shocks choose your shocks, steering stabilizer kit (optional) steering stabilizer kit (optional).

Starting At: From: $ 3,606.62 $ 3,245.97

California Residents WARNING: Cancer and/or other Reproductive Harm.  www.p65warnings.ca.gov

• Description
• Application Notes
• Installation Instructions

First Flex Rate stage delivers a comfortable ride with the ability to flex/expand during full articulation as the suspension drops (full droop). This keeps the coil springs seated in the upper coil mount\bucket and the tires in contact with the terrain. Second Ride Rate stage only engages after compression past Flex Rate.

Front and Rear Lower Control Arm Relocation Brackets make room for Long Arm Value Flex Lower Links. Value Flex Longer Lower Links adjustability allows proper caster settings to improve handling. Formed from 2-inch OD x 0.250 wall DOM tubing with pressed-in OEM style steel encased rubber bushings at the frame and the axle mount has Rock Jock’s 1-1/4-inch forged Johnny Joints. These Johnny Joints provide over 30 degrees of unrestricted Flex movement in any direction.

Front and Rear Adjustable Upper Control Arms keep in phase with lower links. Replacement Front Adjustable Track Bar includes Skyjacker installed pressed-in HD OEM style rubber bushing and an adjustable 3/4-inch Heavy-Duty Rod End, Jam Nut and Alignment Bushings.

Front and Rear Bump Stop Spacers bolt onto the axle bump pads and keep the suspension travel safely in check. Rear Extended Length Sway Bar End Links allow full articulation as the suspension drops (full droop).

Rear Track Bar Lower Axle Mount Bracket mounts directly to the rear axle housing to correct the track bar angle. Dana 44 Rear Track Bar Mount Brace strengthens the factory mount that is prone to failure. The track bar bracket and brace create better handling with less side-to-side sway.

Shocks are a key link in-between the chassis and your suspension. Front and rear damper capacity enhanced with ADX 2.0 Adventure Series Remote Reservoir Aluminum Monotube Shocks. ADX 2.0 has a race-inspired full-displaced valving system. Nitrogen charged with Internal Floating Piston Technology = Quickest Shock Reaction Time Ever.

Complete kit maintains OEM geometry angles, alignment specifications and structural strength.

Front and Rear Replacement Drive Shafts are Required.

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Russia : Omsk Oblast

Contents: Omsk Oblast

1,977,665 Population [2010] – census

1,858,798 Population [2021] – census

139,700km² Area

13.31/km² Density [2021]

The population of Omsk Oblast according to census results and latest official estimates.

Contents: Cities and Settlements

The population of all cities and urban settlements in Omsk Oblast according to census results and latest official estimates.

Source: (2002) (2010) (2021) Federal State Statistics Service Russia (web).

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Omsk: Western Siberia's hidden gem

A city view of Omsk. Source: Dmitry Feoktistov

Omsk was founded in 1716 when a wooden fort was constructed to house a Cossack unit in the area to protect the expanding Russian frontier from Central Asian nomadic incursions. It served various administrative functions throughout the 1800s and became infamous as a place of exile and incarceration. The city was rundown when selected as a hub for the Trans-Siberian railway in the 1890s. Many international trade companies and foreign consulates relocated here and the remnants of their offices can still be found in the city today.

The mystery of Kolchak’s gold

Omsk became the headquarters of the anti-Bolshevik white army led by Admiral Aleksandr Kolchak in 1918. In late 1918 there was a revolt in the city initiated by a leftist faction (Socialist Revolutionary Party or SPs) with 500 rebel deaths at the hands of Cossacks and Czechoslovak soldiers, a major factor in convincing the SPs to join the Bolsheviks. There is a large Soviet-era monument to the uprising at the corner of Lenina street and Broz Tito street.  

Kolchak was entrusted with a large portion of the Tsarist’s gold reserves, yet amazingly lost much of it. Supposedly 250 million rubles were lost (about $8 million at the time). Legend has it that they were buried near the village of Taiga, yet numerous excavations have turned up nothing. The area still attracts the occasional fortune seeker.

Kolchak’s headquarters are located at what is today the  Omsk Regional Archives  at Broz Tito St., 3. Nothing shows how much times have changed as the imposing Kolchak statue that was unveiled in 2012 around the corner. The statue guards  Kolchak restaurant , a four-story culinary complex featuring a steak house, an Irish pub, a Central Asian café and an Italian eatery.  For more details on where and how to dig Kolchak's gold, see  Top Ten Mysterious Lost Treasures of Russia

Dostoevsky and the Tsar

At 1.15 million people Omsk dwarfs the region’s second largest city, Tara (population 28,000). The city is split by the River Irtysh into two sections (all places of interest are on the right bank) with downtown emanating from the River Om.

Most foreigners have heard of Omsk via writer Fyodor Dostoevsky who spent four years here as a prisoner (1849-1853). He spent most of his time in Omsk in squalor and chains and with no books besides the Bible, however, it left an indelible mark on his memory and influenced his future literary output. There is a statue of the writer in chains grasping a Bible at the corner of Partizanskaya and Spartakovskaya streets, where Dostoevsky undoubtedly stepped many times. A  museum dedicated to the author's time in Omsk  is located nearby at Dostoevskogo St. 1. The local university is also named for him.

A view of the Assumption Cathedral, Omsk. Source: Lori/Legion-Media

Tarskaya Street is one of the city’s oldest thoroughfares. It features a monument to victims of Stalinist repressions and the Tara gates, originally built in 1792 as one of the four entrances to the Omsk fort. Nearby stands the Assumption Cathedral, one of the largest churches in Siberia. Future Tsar Nicholas II laid the first stone here in 1891 when making his way back to St. Petersburg after his Eastern journey.

In Omsk you are never more than a few steps from the village, made clear when one exits the center to the north, where most houses are wooden and roads unpaved. Stroll along Bulatova and Rabinovicha streets, a well-preserved ensemble of wooden architecture.

Omsk’s cultural heritage 

The Pushkin State Library is worth a look with busts of Russian literary figures adorning the front side of the building. At the corner under the big “M” is one of several stations of the never completed Omsk metro. Construction began in 1992, but as of 2014 the project is again dormant due to financing problems.

One of Omsk’s most famous sons is Symbolist painter Mikhail Vrubel (1856-1910). Vrubel ignored contemporary trends and focused on themes from fairy tales, demons and religious subjects and also designed a majolica frieze for the Metropol Hotel in Moscow. Omsk’s Fine Arts Museum is named for him and features a number of  his works .

Milhail Vrubel's painting 'Demon Seated in a Garden' (1890)

Over the years a number of tourists have tripped over the monument to Stepanych. This bust of a plumber rising from a sewer was the idea of Omsk’s former mayor after a trip to Slovakia in the 1990s. Stepanych has become one of the symbols of the city.

Omsk is a hockey town, with one of the major teams,  Avangard , in the KHL, Russia’s premiere professional league. Russian champions on several occasions, check out a match at Omsk Arena. But if you can’t catch a game there’s a large kiosk featuring the team’s merchandise at the airport.

Siberian   punk, jazz and the classics

While Omsk may not be on everyone’s radar musically, it does host a  musical theater  built just after the war. The building on 10 Let Oktyabrya Street is in the form of an enormous sloping grand piano.

A monument to Stepanych, Lenina Street, Omsk. Photo credit: RIA Novosti/Pavel Lisitsyn 

Perhaps Russia’s most famous punk band,  Grazhdanskaya oborona  (Civil Defence), was formed here in 1982. The band was active until 2008 when lead singer Yegor Letov died of heart failure at age 43. Letov is buried at the Staro-Vostochnoe cemetery. A sprawling graveyard with thousands of graves, fans should stop at the administration for help in locating his grave.

In Russia, Omsk is known among the younger, tech-savvy generation primarily because of the “Omsk bird,” also known as Winged Doom. The origin of what became one of Russia’s most ubiquitous memes comes from a painting by German artist Heiko  Müller. One day in 2009 an Internet user posted this painting with the line, “Welcome to Omsk,” at the top. Additional versions menace viewers stating, “Don't try to leave Omsk,” and “Omsk is closer than you think.” Like many popular memes on the Internet, this one went viral and has become something like an unofficial symbol of the city.

All rights reserved by Rossiyskaya Gazeta.

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