Читать книгу Jeep TJ 1997-2006 - Michael Hanssen - Страница 8
ОглавлениеCHAPTER 1
THE WRANGLER TJ, A DEPARTURE FROM THE PAST
In January 1996, Jeep unveiled the new Wrangler at the Detroit Auto Show. This model would replace the Wrangler YJ; its full redesign was a drastic departure from what the line featured for more than 50 years. In 1990, Jeep began development of the successor to the YJ and after six years of development, design, and testing, the new Jeep Wrangler, generally referred to as a TJ, was ready for the public.
Brilliant Suspension Redesign
Along with a body redesign (that was an evolution to the prior models), the most notable change was the introduction of a coil spring suspension, replacing the traditional leaf springs. The coil spring system was based upon the system found in the front of the Jeep Cherokee XJ and in the front and rear of the Grand Cherokee ZJ. The Wrangler’s Quadra Coil suspension system uses upper and lower control arms connected to the frame and the solid Dana front and rear axles. The single-rate coil springs provide minimal friction, free articulation, and smoother operation; they improved the ride in both on- and off-road conditions. In addition, a front and rear track bar retain the axle location while front and rear sway bars control body roll during cornering. The difference in suspension performance from any Wrangler or CJ before was like the difference between night and day.
The new Wrangler looked similar to the previous versions, but the underneath left most Jeep owners staring in disbelief. In the beginning, many old-school Jeep owners criticized many of the new features found on the TJ. In the end, Jeep did not disappoint, and the new Jeep exceeded the previous models in many ways. (Jeep is a registered trademark of FCA US LLC)
The Jeep community, in love with the return to round headlights, was unsure of the new design and many were promising to hold out and not buy a Jeep without leaf springs. Jokes and general resistance to change ended quite quickly after new Jeep owners started putting their new suspensions to the test both on- and off-road. The free-moving design of the coil spring setup allows the suspension to absorb changing road surfaces and navigate obstacles smoothly, efficiently, and exceptionally well. In many and most ways, the coil-spring design is superior to leaf springs.
With the new suspension, both existing companies and many new companies scrambled to create modifications to allow lifts and increased performance. It was evident that the new Jeep could be modified easily to increase off-road performance in a variety of ways, ranging from inexpensive spacers to complex long-arm systems. All of this will be explored in chapter 6. Even with a simple lift and larger tires, the new suspension, which was cautiously received by the Jeep community, shone as a winner for Jeep and off-road drivers.
The Wrangler Quadra Link suspension uses a single coil spring and shock per wheel along with an upper and lower control arm. Weather and time can take its toll with the appearance of the Jeep suspension, but the function remains reliable. Fresh springs and shocks will breathe new life into the Jeep’s ride.
Models and Trim Levels
The new Wrangler brought new models and trim levels to the line, some maintaining the sporty nature of the Jeep while others added a level of class and sophistication, to a very special model designed for the off-road enthusiast.
The Wrangler TJ returned to the iconic round headlights found in similar Jeep models prior to the YJ. For an unusual new look, the TJ moved the turn signal lights from below the headlights to the fenders for better visibility and space.
Models
The Wrangler was available in two main models within its nine-year run: the Wrangler (TJ) and Wrangler Unlimited (TJU). In addition to the new suspension, the TJ featured improved climate control and additional safety equipment such as airbags and anti-lock brakes. The Wrangler TJ shared many specifications of the prior Wrangler YJ, including wheelbase, solid axles, door handles, tailgate, and engines. The redesigned body lowered the grille height and increased windshield angle to improve aerodynamics and fuel efficiency.
A complete 3-inch lift kit from TeraFlex for the TJ that includes lift springs, tuned shocks, sway bar disconnects, adjustable FlexArms, and an adjustable front track bar is staged for installation. TeraFlex is considered as the maker of the first lift kit for the TJ. The redesign of the suspension spawned many new TJ-centric companies.
Common items across the series were the standard or optional 4.0L I-6, an upgraded design of the tried and true AMC I-6 that was introduced in Jeep vehicles in 1986. The 4.0L saw a few changes within the nine-year run of the TJ that resulted in a few extra horsepower and increased torque. The TJ was the last Jeep vehicle to use the 4.0L and when the model ended in 2006, the last of the AMC-era engines ended with it. The continued appearance of the Dana 44 rear axle with disc brakes as an option or standard equipment makes you wonder why it wasn’t offered all the way through.
The 4.0L 6-cylinder engine was available in the TJ through its entire run, either as an option or as standard equipment. The engine was well matched to the TJ, providing excellent low-end torque that was very useful off-road and sufficient horsepower to keep the Jeep moving in traffic. The refinements in the 4.0L fuel-injection system increased the reliability and efficiency of this engine.
The Wrangler TJ shared the same 94-inch wheelbase as the CJ-7 and Wrangler YJ. This size proved to be almost perfect for the Jeep off-road. It’s short enough to stay nimble on a tight trail but allows just enough room to seat passengers comfortably along with some gear. The new styling of the TJ retained enough of the iconic Jeep look to make the vehicle instantly recognizable.
The Wrangler Unlimited debuted in 2004 and received kudos from the Jeep community. Similar to the old CJ-8 (also known as the Scrambler), the new Jeep was 15 inches longer; it added 10 inches behind the door opening and 5 inches in the rear. This stretched Jeep featured increased interior room: valuable space for gear and people. (Jeep is a registered trademark of FCA US LLC)
In 2002, Jeep began offering the dual-top group; it allowed a new Jeep owner to purchase both tops right from the factory. This popular and cost-effective option continued through the JK series.
Wrangler: The Wrangler TJ model was available for the full run of the TJ series. The replacement for the Wrangler YJ featured two doors and the same wheelbase and relative size as the YJ. This size proved itself since the CJ-7 was introduced in 1976 and continued to prove itself through this model.
Wrangler Unlimited: In 2004, Jeep unveiled the Wrangler Unlimited, sometimes unofficially referred to as an LJ, which offered an additional 10 inches of wheelbase and an extra 5 inches of rear cargo space. It was a welcome addition to the line that added much needed room to a small vehicle. With the added length came improved handling both on- and off-road. The Unlimited shared many similarities to the Jeep Scrambler without the excess rear overhang. The limited-run numbers and three-year availability keeps the used prices high for this model TJ. If history repeats itself, the Wrangler Unlimited will continue to be in demand, keeping prices up well into the future.
Brief Wrangler Specs
Wheelbase: 93.4 inches
Length: 155 inches
Engines: 4.0L I-6 (1997–2006), 2.5L I-4 (1997–2002), 2.4L I-4 (2002–2006)
Transmissions: 5- and 6-speed manual, 4-speed automatic
Transfer Case: NP231 (standard), NV241 (Rubicon)
Axles: Dana 30 front (standard), Dana 44 front (Rubicon), Dana 35 rear (standard), Dana 44 rear (Rubicon)
Hard and Soft Top
Wrangler and Wrangler Unlimited Compatibility and Interchangeability: The Wrangler and Wrangler Unlimited share almost all of the same parts with the exception of items directly impacted by the increased length. These items include: body tub, frame, tops, roll bar, rear driveshaft, and fuel/brake lines. Almost all other items are fully interchangeable. Nearly all aftermarket parts such as lift kits, bumpers, and so on, will work across models; double-check with the manufacturer or reseller especially when looking at long-arm lift kits, body protection, tops, and rear driveline.
The Wrangler Unlimited’s extra 10 inches of wheelbase (compared the Wrangler) improved street driving considerably. It also adds the advantage of being longer than the standard 94-inch length, which on the trail can be the difference between stuck or not stuck.
Brief Wrangler Unlimited Specs
Wheelbase: 103.4 inches
Length: 171 inches
Engines: 4.0L I-6 (2004–2006)
Transmissions: 5- and 6-speed manual, 4-speed automatic
Transfer Case: NP231 (standard), NV241 (Rubicon)
Axles: Dana 30 front (standard), Dana 44 front (Rubicon), Dana 44 rear (standard and Rubicon)
Hard and Soft Top
Trim Lines
The TJ featured many trim levels in its nine-year run; at least 15 different trims were available. Some were standard; others were special limited model-year editions.
The Wrangler Sport is the most popular model in the TJ line and was available throughout the model’s run. It features many of the most popular options such as the reliable 4.0L 6-cylinder engine and attractive exterior. An array of options including a hard top and an air conditioner made this model extremely popular. (Jeep is a registered trademark of FCA US LLC)
For the Jeep owners who were looking for a little more class and refinement, the Sahara featured many appearance and interior upgrades. From an off-road perspective, the Sahara was equipped with wider fender flares that could cover larger tires. (Jeep is a registered trademark of FCA US LLC)
Standard Editions
SE: The bottom trim level that came standard with the I-4 engine and limited creature comforts. The 4.0L I-6 and automatic transmission were optional additions.
X: This model, introduced in 2002, sits between the SE and the Sport. The 4.0L I-6 and manual transmission were standard; automatic, four-wheel disc brakes, and Trac-Lok differential were optional.
Sport: This is the most common version of the TJ; it included the 4.0L I-6 as standard. Popular options included air-conditioning, speed control, 30-inch tires, and upgraded sound system. A Dana 44 with the Trac-Lok differential and disc brakes was an option through the run.
Sahara: The Sahara included many features found in the Sport but added appearance and interior enhancements such as special decals, wider flares, and premium sound. A Dana 44 with the Trac-Lok differential and disc brakes was an option through the run.
Rubicon: Jeep introduced the Rubicon in 2003 and started a model that became extremely popular with the off-road crowd. The Rubicon, named after the famous trail in the Sierra Nevada mountain range, was equipped with features designed for off-road use. Larger off-road tires, body and underbody protection, Dana 44 axles equipped with air lockers, and a 4:1 low-range transfer case set this Jeep apart from all of the other special trim models. The Wrangler Unlimited was available as a Rubicon in the 2005 and 2006 models. It is estimated that only 10 percent of Wranglers in the available years (2003–2006) are Rubicon models; this low percentage has dramatically increased the used market value of the Rubicon. I will discuss the advantage and/or disadvantage of buying a Rubicon in the following chapters.
The Rubicon is difficult to ignore for its out-of-the-box off-road capability. Jeep hit the nail on the head, especially considering its need to satisfy so many requirements in a vehicle. The front and rear lockers, 4:1 transfer case, and Dana 44 axles are the stars of this model. (Jeep is a registered trademark of FCA US LLC)
Notable Special Editions
Of the numerous special edition models, a few stand out, such as the Golden Eagle and Willys editions. The Golden Eagle, available in 2006, paid homage to the Golden Eagle trim line found in the CJ series that ran in the late 1970s. The Golden Eagle featured special colors, exclusive interior trim and seats, and unique decaling. The 30-inch tire group and special gold-trimmed alloy wheels completed the package.
The Willys edition, available in the 2004 and 2005 model years, was a throwback to Jeep’s military days of the MB and M38. This model featured army green paint with special military-look decals. Camouflage seats and special interior accents made this Jeep a favorite for some people. Those who attend Jeep shows and events can find groups of Willys owners sticking together.
The Golden Eagle TJ pays tribute to the beloved CJ model from the late 1970s. Special exterior appearance features included decals and gold-accented wheels, along with interior details that make this rare TJ a sought-after model in the used market.
The Willys model of the TJ featured military styling and decals. The green color and basic utility look made this Jeep a favorite of some Jeep owners. At Jeep shows, the Willys models are often arranged together to show them off as a group. These Willys TJs are on display at the PA Jeeps All Breeds Annual Jeep Show in York, Pennsylvania.
Other Special Editions
Some editions were very limited and were only available for a single year or part year. Many offered special decaling, paint, and interior trim on a standard TJ base. With the exception of the Rubicon, most special editions were nothing more than visual features. Models include: 60th Anniversary Edition, 65th Anniversary Edition, Apex Edition, Columbia Edition, Freedom Edition, Rocky Mountain Edition, Sahara Edition Unlimited Rubicon, and Tomb Raider Edition.
Why Build and Modify a TJ?
Shortly after the TJ was released, it became immediately apparent that Jeep did something correct. In fact, Jeep hit the nail on the head; the TJ was superior off-road. It seemed that aftermarket parts for the CJ and YJ gave way to the TJ overnight. Companies were quick to release all kinds of items for the new model. New TJ owners flooded Jeep events and trails, wanting to put the new Jeep to the test.
In its stock form, the TJ is rather capable, but its limits can be reached rather quickly, even on moderate trails. This is because of its limited ground clearance and suspension travel. This sounds funny to say because the TJ had more ground clearance and suspension travel than almost any other vehicle available at the time. Jeep always tends to be conservative with its offerings because it needs to make the Wrangler appeal to everyone, since it’s generally known that most Wranglers are never used off-road. In addition to the general appeal, safety standards need to be met as does driving comfort and so on. Many consider the “off the lot” version of the Wrangler just a template ready for customization.
Luckily, the TJ’s off-road performance can be drastically improved without much effort or expense. The simplest and least expensive method can consist of a 2-inch spacer kit and 31- to 32-inch mud-type tires mounted to stock wheels, which will result in about an extra 3 inches of ground clearance at the center skid plate. This simple lift method combined with the larger, better-designed tires for off-road will increase performance so dramatically that many owners go this route and never look back.
While the simple lift method is cheap and effective, it doesn’t provide the performance or clearance that most Jeep owners (who actually use their Jeeps off-road) desire. Interestingly, a Jeep owner can perform most modifications to the TJ in his or her own garage. The simplistic nature of the Jeep lends itself well to the do-it-yourself crowd. In this book, I explore so many topics that most folks can do at home with perhaps only a slight “step above” set of garage tools.
At the time of this writing, it has been 10 years since the last TJ rolled off the line. It made way for the Wrangler JK, a more refined and improved successor to the TJ that was the first removable-top Jeep available in a four-door version. The JK retained the similar but improved Quadra Link coil suspension that worked so well in the TJ. In addition to the JK, the entire Jeep community is waiting anxiously for the release of the successor to the JK, the Wrangler JL. The Wrangler JL is an evolutionary change to the line rather than the revolution that was experienced from TJ to JK.
A TJ fording some nearly frozen water on a winter trail run at Anthracite Outdoor Adventure Area (AOAA) in Pennsylvania. The TJ, even in a modest near-stock form, is very capable on a variety of terrains.
The Wrangler JK arrived in 2007 and established dominance quickly, as did the TJ in 1997. The JK Wrangler Unlimited offered a never-before-available four doors that brought new Jeep owners to the community who may never have considered a two-door Jeep.
Lower Cost of Entry
Now that the TJ has moved into classic Jeep status, finding one at a reasonable price for a build and modify project is a reality. With such good performance right out of the box and an inexpensive price tag, finding extra funds for modifications might be more reasonable than buying a JK or JL. The aftermarket support for the TJ is not what it was in the TJ’s prime, but many reputable companies still make and develop products for the TJ.
Finding Your Project
If you don’t already own a Jeep and are looking for a TJ to modify and take off-road, there are some things to look for. This is a simple list and doesn’t dig extensively into each topic. In the following chapters, these topics are dealt with more thoroughly.
Rust
Compared to older Jeep models, rust is not nearly as problematic on TJ Jeeps but can still be a problem in certain areas of the United States. A TJ that spent its life in areas that have harsh winters and road salt may exhibit major or minor rust issues, especially if the Jeep was neglected. Minor body rust or frame surface rust is common and may not be a cause for concern. Minor body rust is common at the bottom of the side rockers, fenders, and rear corners. This is often thanks to road cinders and stones thrown up from the tires.
Depending on your skill level, buying a basket-case Jeep can be a nightmare. These Jeeps may come at a low price tag but finding all the parts may significantly increase the cost before any real work is started. On the other hand, a parts Jeep may have the necessary components for an already started project.
Rust is part of life, especially for those Jeep owners who live in areas that experience winter weather. Body rust can occur nearly anywhere on a TJ, but it is most often seen where the steel is welded together. Fixing light rust will keep it from spreading and creating a larger problem.
Major rust can be a cause to stay clear of a particular Jeep. The TJ is well known for major frame rust issues behind the rear wheels. Very often, the frame will rust from inside out, hiding the severity until it pokes through. Sticking your fingers in the frame holes when looking at a Jeep will help to determine if the frame is sound. Repairing a rusted frame is a big job, and many who do so often replace the Jeep’s entire frame or a large section of it.
Major body rust is not common except with the most neglected and weathered Jeeps. If you find a Jeep with major body rust, it will likely also have major frame rust. Staying clear of these Jeeps might be the best advice unless the price is right and your restoration skills are up for the challenge.
Engine
It’s likely that a TJ will have a 4.0L I-6; it is a more desirable engine compared to the standard 4-cylinder engines found in some X and SE models. The 4.0L engine is extremely reliable and will live a long life when maintained properly. Even in stock form the engine is very capable and power output is well balanced for even hard off-road use. For those looking to do an engine swap, finding a TJ equipped with a 4-cylinder will save extra money.
A rusted-through frame on a Jeep can be big trouble, while normal surface rust is relatively harmless. Many TJ frames rust from the inside out and it’s often too late by the time you see it. Notable rust areas are the rear section of the frame and at the frame mount of the rear control arms. Keeping the frame clean, both inside and out, will help with preservation.
When looking at a used Jeep, look for leaks on or under the engine. Minor leaks are normal due to age and can often be easily remedied. Easy starting and smooth, quiet running are typical signs of a well-maintained engine.
With the Jeep running, check the dash for proper temperature, oil pressure, and charging readings. In addition, a check engine light that is on can indicate trouble. The computerized engine of modern vehicles is a double edge sword. These engines are equipped with many sensors that can malfunction with age, which then results in expensive diagnostics and repair. Reading the code with a code reader or through the speedometer using a particular key combination often results in a vague answer raising more questions.
The illuminated check engine light isn’t something to be ignored. Auto parts resellers can often determine the problem for free using the OBD port and a code scanner. Sometimes the problem can be as simple as a loose gas cap or bad sensor.
Transmission
Choosing a manual or automatic will be a matter of preference. The TJ series used eight different transmissions through the years with the best coming in the last few years with the NV3550 manual, NSG370 manual, and 42RLE automatic. In general, all of the TJ transmissions were reliable and capable, and none should be particularly avoided. The later models are labeled “best” because of their increased heavy-duty capabilities.
A drive test is the best way to determine the shape of a transmission. If it operates smoothly through all gears and shows no signs of leaks below, it may be in good shape. On automatic-equipped Jeeps, smelling the transmission dipstick can indicate condition. The presence of a burned smell and fluid that is dark brown/black can indicate the transmission was overheated, potentially leading to an expensive repair.
Pulling the dipstick and examining the color and smell of the fluid can indicate the condition of the automatic transmission. Deep brown or black fluid with a burned smell can indicate that the transmission hasn’t been serviced for some time or has been overheated.
The Dana 44 was available as standard equipment in a few models of the TJ, most commonly seen in the Rubicon and Unlimited. The Dana 44 is easily identifiable by its egg-shaped cover, compared to the oval shape of the Dana 35 and the rounded shape of the Dana 30. This differential uses the semi-floating style of axle shafts and an 8.5-inch ring gear.
Rear Differential
The Dana 44 with disc brakes was an option on most trim levels through the entire run of the TJ. When looking at buying a TJ, being able to spot a Dana 44 rear is helpful and will add to the value. The Dana 44 is much stronger than the Dana 35. Moreover, the design difference doesn’t use the C-clip axle retention as found in the Dana 35; that’s a definite advantage.
Previous Modifications
Purchasing a Jeep that has been already modified can save money, especially if the modifications were done properly. A downside to existing modifications is that the Jeep may have been used hard off-road, something easily spotted by examining the condition of the skid plates. Deep scrapes underneath usually indicate rock crawling, which may not be a problem, but it is a good indicator of previous use.
Extensive suspension modifications such as long-arm kits by a previous owner can be a cause for concern. Even when installed properly, these can dramatically impact street driving. Often, long-arm systems relocate the control arms that are sometimes bolt on or weld on. Weld quality with suspension systems is extremely important from both a performance and safety perspective. A test drive through varying road conditions will indicate the stability and performance of the system.
Wiring hack jobs can be a nightmare to diagnose and can present a fire hazard when not installed correctly. Look for random wiring under the hood and under the dash. If possible, determine the purpose of the wiring from the previous owner.
This Wrangler TJ Rubicon has a good balance of on- and off-road capability. The factory Rubicon Dana 44 rears are equipped with factory lockers and 4.56 gears. Combine these with a 3-inch lift and 33-inch tires and you will maximize off-road capability while keeping streetability.
Take a Friend
When setting out to look for a Jeep, take a Jeep friend along to serve as a voice of reason and a second set of eyes. Discuss what each will look for before arriving at the potential new purchase. Make the friend promise to not let you purchase the Jeep if too many red flags come up. The team approach to a purchase (or not) will typically result in the best decisions.
Rubicon Versus Non-Rubicon
A common question is “Should I buy a Rubicon?” The answer is not always clear, but usually it involves two things: How much will you spend on the initial purchase? How will you use the Jeep? A Rubicon will fetch a much higher price than a standard model. The most important things that set the two models apart are:
• Air locker–equipped front and rear Dana 44 axles.
• 4:1 NV241 Transfer Case
• Rear disc brakes
• Authentic Rubicon Hood Decal
• Special Moab wheels with larger tires
All other Rubicon features are less important, such as the marginal factory body protection, extra skid plates, and 1-inch-wider flares. The 16-inch Moab wheels and factory rear disc brakes are a nice feature. The factory rocker guards are relatively light-gauge steel to keep weight down, but they offer minimal improvement to side protection. Many Rubicon owners replace them with aftermarket heavier rocker guards.
Dana 44 Axles
The Dana 44 front in a Rubicon is more a Dana 30 with a Dana 44 center section. The axle shares outer components with the Dana 30, including axle shafts and knuckles. Axle tubes in a Rubicon Dana 44 are considerably smaller in thickness and diameter than a true Dana 44 front. In reality, a Dana 30 will withstand a considerable amount of trail abuse with 35-inch tires or smaller. Aftermarket axle shafts and trusses can significantly upgrade both the Dana 44 and 30.
The Rubicon featured factory body protection for the side rockers panels. On the trail, objects can often come in contact with this vulnerable area and cause damage. The lighter-gauge steel diamond plate provided basic protection to the area. Often Jeep owners replace the factory guards with heavier-gauge steel guards that include sliders for added protection. (Jeep is a registered trademark of FCA US LLC)
It only takes a flick of a switch to activate the Rubicon air lockers, locking the differential to provide maximum traction. The factory switch only allowed three locker options: off, rear, or both. This served the Jeep well in most situations. Some Jeep owners modify the system to allow independent front and rear operation.
Lockers
The factory air lockers in the Rubicon are not to be confused with ARB Air Lockers. The principle is similar but the construction and reliability are different. In general, an ARB Air Locker is considerably stronger and will stand up to larger tires and extended use.
Along with the lockers, the NV241 transfer case is one of the more important items that separate a Rubicon from other TJ models. The 4:1 low range and no-slip yoke rear output flange makes this transfer case fully trail ready in stock form. In addition to the transfer case, the Rubicon air locker compressors are seen to the left tucked away from harm.
4:1 Transfer Case
The 4:1 low-range ratio in the NV241 Rubicon transfer case is especially useful off-road, especially in a Jeep equipped with a manual transmission. The lower ratio allows more control when navigating difficult trail obstacles. The NP231 transfer case found in all other TJ models runs a 2.72:1 ratio. In chapter 4, these two transfer cases and their options are discussed in more detail.
So Is It Worth It?
In the beginning, buying a Rubicon made sense because the equipment was covered under the factory warranty. The fact that the newest TJ is more than 10 years old means that a warranty is no longer a consideration. Choosing between the two models is never clear. However, purchasing a non-Rubicon model will often save enough money to equip a Jeep similarly with higher-quality components that then results in a better-built Jeep.
For the Jeep owner who only exposes his or her Jeep to mild off-road use and keeps tire sizes within the 33-inch range, a Rubicon will serve the owner well with minimal modifications (such as a lift). Those who are out to modify their Jeeps further and want to push off-road limits will likely benefit from a standard model. In the end, it will come down to the goal of the Jeep and the budget.
This heavily built TJ features many modifications and upgrades while still maintaining its ability to drive on the street. Aftermarket axle upgrades, a lift kit, and larger tires are just some of the items visible on this Jeep.
Pros and Cons to Purchasing a Rubicon
Pros
• The 38-percent difference in transfer case ratio is useful off-road without impacting street performance; this is especially useful in Jeeps equipped with a manual transmission.
• Most TJ Wranglers are factory equipped with a Dana 35 rear axle. This axle has known reliability issues mostly surrounding its C-clip design.
• Factory Rubicon models are just special for their originality.
• The NV241 transfer case doesn’t use a slip-yoke (See chapter 4).
• Factory 4.10 differential ratios are well suited for up to 33-inch tires.
• Factory rear disc brakes.
Cons
• Increased purchase price.
• Off-road abuse by previous owner is more likely.
• Aftermarket selectable lockers are stronger.
• A 4:1 transfer case is less significant with an automatic.
• Regearing for 33-inch or larger tires is often needed.
The Blueprint for Building and Modifying
In this book, I will explore building and modifying a TJ for maximum performance on- and off-road. This dual-purpose need forces us to consider all modifications that may severely impact street driving. Building a Jeep with a purpose will help you stay focused on what’s important for performance and stay within your budget. It’s easy to succumb to parts and size lust; in recent years, Jeep owners have been building their Jeeps larger and larger. In the past, 33-inch tires were considered big; now, with the popularity of the JK and JL, it seems that 37-inch tires are “entry level.”
The Challenge
The reason we take our Jeeps off-road is to put the vehicle and driver in situations that force both to perform at their best to overcome the challenge. This challenge is, in effect, the same regardless of the level of the Jeep’s build. An extensively built Jeep will require increased difficulty to get the same challenge. This cyclical effect is what causes Jeep owners to keep building their Jeeps for the chase of the challenge.
Of course, this cyclical effect causes Jeep owners to spend more money on modifications, which require heavier parts to tolerate the increased loads put on the drivetrain from harder trails. This often results in the increased likelihood of broken parts and damaged body parts. These modifications also result in poor street driving and the need to trailer the Jeep to the trail, adding even more cost.
Of all the modifications possible for a TJ, new tires and wheels seem to stand out more than anything else. Choosing the proper size tire and wheel for your Jeep is an early decision to be made. These BFGoodrich Mud Terrain tires in the 285/75R16 size mounted to 16 × 8 Quadratec Rubicon Extreme wheels are a good fit on a lifted TJ.
Keeping It Real
As stated earlier, the goal is to find maximum off-road and on-road performance. This forces a determination of the reasonable street driving compromise without giving in to the desire for overbuilding. All off-road build components will impact street driving in some way. Much-larger tires cause poor gas mileage unless gears are changed. Larger tires increase stopping distance and are much louder on the street. Many off-road tires handle poorly in rain and snow. Lift kits will alter street ride and handling, in addition to raising the center of gravity.
You shouldn’t necessarily be scared off by high mileage. A well-maintained TJ can exceed expectations of some other vehicles. The 4.0L is known for long life and reliability; the 4.0L in this Jeep with more than 193,000 miles still runs smooth and strong. Higher-mileage Jeeps can save money because their lower purchase cost allows for more to be spent on upgrades.
All these things and more are taken into consideration in the following chapters. At the end of each chapter you will find a “Putting It All Together” seciton, where I lay out the best options for our Jeep.
Unveiling the Project
The star of this book is a 2004 Jeep Wrangler Unlimited that was purchased used in bone stock condition. This white TJ is equipped with a 4.0L I-6, automatic, Dana 44 rear, and disc brakes. At 193,000-plus miles, the Jeep still runs well, likely due to its previous owner’s proper maintenance habits. The Jeep shows its age and use; it has paint chips, light body and frame rust, and an overall filthy underside that we will clean up during the project.
Through these chapters, the Jeep will be transformed into the ideal Jeep defined above. Lift kit, larger tires, lockers, new wheels, bumpers, and much more will be added with details along the way.
The Jeep featured in this book is a 2004 TJ Wrangler Unlimited in completely bone stock and ready for a transformation. A stock Jeep is an excellent starting point in a used Jeep intended as a project. Finding one is often the bigger challenge. This Jeep will find itself with a new look and will be ready for a new life upon completion.
