7. JKS also offers a slip-yoke eliminator conversion for the stock TJ transfer case. This setup converts the rear driveshaft to the more preferable fixed-yoke-type output. The output shaft shown here must be installed inside the factory transfer case. To do this, the case must be removed from the vehicle and each case half must be separated on a work bench. Once the original shaft is removed, the new shaft can be installed and the case halves can be put back together. This modification improves transfer-case life and allows for a much stronger slip-style rear driveshaft.7. JKS also offers a slip-yoke eliminator conversion for the stock TJ transfer case. This 8. The complete J-Spec Stage 4 system also includes a new slip-style rear driveshaft from Tom Wood's. It features both heavier-duty 1350 U-joints and a high-angle CV joint. This represents a 50 percent improvement in strength over the factory setup. This arrangement also corrects driveline geometry, resulting in smoother operation and a longer life.8. The complete J-Spec Stage 4 system also includes a new slip-style rear driveshaft from 9. While Jeff buttoned up the transfer case, his lead mechanic, Scott Tashiro, installed the new front coil springs and shocks. The shocks, together with the specially designed coil springs, are truly what makes up the heart of the J-Spec system. Bilstein shocks are purebred performers, and when specifically valved for the TJ chassis, it doesn't get much better.9. While Jeff buttoned up the transfer case, his lead mechanic, Scott Tashiro, installed t 10. Prior to installing the new track bar, Jeff applied a coating of antiseize to the exposed threads. Little steps like these save big headaches later on. Although it's unlikely that the owner of our donor Jeep will ever want to adjust this track bar, he may want to take advantage of their precise adjustment capability, and thanks to the antiseize, it should be a very simple process.10. Prior to installing the new track bar, Jeff applied a coating of antiseize to the expo 11. This shot shows the driver-side lower control arm after it was installed in the vehicle. The zinc-coated end is mounted to the axle to allow full range of motion as the suspension extends. Vibration-absorbing rubber bushings eliminate the harshness usually associated with less-expensive polyurethane bushings.11. This shot shows the driver-side lower control arm after it was installed in the vehicl 12. With any CV driveshaft installation, it is necessary to rotate the rear axlehousing to optimize the pinion angle. As a result, interference can occur between the shock absorbers and axlehousing. To cure this, JKS provides these powdercoated relocation brackets to improve shock angle and clearance.12. With any CV driveshaft installation, it is necessary to rotate the rear axlehousing to Because our donor Jeep had a slightly bent tie rod, we decided it was a good idea to upgrade the stock steering while we had it up on a lift. We chose the third-generation U-Turn kit from Off-Road Only. We like this particular kit because it was designed to correct steering geometry, thus eliminating the "dead spot" commonly associated with lifted TJs. The system is a crossover design and is much beefier than the stock setup. Noticeable improvements in the overall crispness were another result. The kit features a 4130 chromoly drag link and tie rod for ultimate durability. Also included is a trick steering stabilizer using rod-end-style joints, which eliminate steering preload commonly found on stabilizers with rubber bushings. This kit is a 100-percent bolt-on for all TJ Dana 30/44 front axles with or without ABS sensors. We loved the feel of this kit in all scenarios of driving. « | 1 | 2 | 3 | » | View Full Article Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!