11: Reinstall the subframes...
11: Reinstall the subframes using six Allen bolts and weld along the outside and inside of the subframe contact points.
12: The new lower front control...
12: The new lower front control arms mount to the OEM lower location at the differential and to the new position on the subframe. Insert two large stepped spacers into each rod end of the new lower control arms and fasten using original hardware.
13: Install the new adjustable...
13: Install the new adjustable track bar into the OEM steering damper location on the passenger-side differential (not the original track bar location) and fasten the other end into the stock track bar location. Then install the new steering damper mounting bracket using the original steering damper hardware, and install the new antiroll-bar end link.
14: After installing the front...
14: After installing the front steering damper, this is how the passenger side of the front differential will look, sans installation of the Skyjacker Double Disconnect front antiroll-bar end links.
15: The antiroll-bar end openings...
15: The antiroll-bar end openings must be drilled out to 5/8-inch in order to achieve more flex from the antiroll-bar end links. After drilling, install the new end links and the new extended brake lines.
16: The rear of the vehicle...
16: The rear of the vehicle is next. Start by removing the rear wheels, shock absorbers, rear track bar, antiroll-bar end links, and rear coil springs. The factory bumpstop is lowered via a graphite spacer that fits between the factory bumpstop cup and the original mounting position. At this time we removed the stock upper and lower control arms and installed the new upper control arms, which include a built-in adjustable brake line mounting bracket.
17: Mount the new rear track...
17: Mount the new rear track bar relocation bracket on the OEM mount and place the right side of the track bar in the OEM mount and the left side in the new relocation bracket, but don't tighten. Follow the drilling instructions included with the kit. When completed, don't tighten completely--that should wait until the vehicle is sitting on the ground.
18: Remove the lower control...
18: Remove the lower control arm frame mounts in the same fashion as the front, and then install the new rear lower control arms. The rears of the arms mount to the OEM location at the differential while the fronts of the arms mount to the new position on the subframe.
19: To complete the rear,...
19: To complete the rear, install the new shocks and extended brake lines, wheels, and lower the vehicle to the ground. Now tighten up the track bar at the new relocation bracket and the OEM location. The vehicle's wheels now need to be aligned.
20: The optional Skyjacker...
20: The optional Skyjacker High Clearance Transfer Case Skid Plate is available in two models. One fits either automatic transmission-equipped TJs or models with an Atlas II transfer case, and the other fits manual transmission TJs. It gains 21/2 inches of ground clearance and with a Z-bend internal crossmember for strength. It simply bolts onto the new Skyjacker subframes, and is designed to allow easy access to the transfer case without removing the lower control arms.
21: Another option we installed...
21: Another option we installed was the Skyjacker Rock Ready Steering Gear Box Skid Plate, which is formed from 3/16-inch steel for strength and protection.
Behind the Wheel
We didn't waste any time commandeering the Jeep once the Skyjacker 4-inch Rock Ready Long Arm kit was installed. We would've liked to have spent about a week experiencing the kit in a variety of situations, but the owner wanted his Jeep back (go figure). Since our 4x4s have to pull double-duty as daily commuters and weekend warriors, we tend to put a lot of stock in day-to-day driveability. With that said, we were pleased with the ride and handling of the kit on the road. The ride stiffened a bit over stock, but it still retained the TJ's inherent fine ride quality. The most noticeable change was in how the suspension reacted to minor road imperfections at speed--we could feel 'em more. This is due to the fact that spherical rod ends are used at the ends of the links instead of rubber bushings, thus they don't absorb these small impacts, which are transmitted to the frame and body. It's a small price to pay for the awesome articulation this kit generates, though.
Off-highway, the kit shined on obstacles that required wheel travel, and the Softride springs' compression and rebound made climbing obstacles easy and comfortable. The owner of this Jeep chose to mount 35-inch BFG All-Terrains, which are a bit big for a 4-inch kit. We ramped the Jeep after installation, but the tire contacted the lip of the front fender before we came close to using up the available travel of the Long Arm kit. Thirty-three-inch tires would be perfect for this application and would complement the full capabilities that it has to offer.