Spring-Over SuspensionA spring-over axle suspension conversion takes your axles that are slung between the leaf springs and frame and moves them under the springs. This requires relocating the spring perches on the axletube, relocating the shock mounts, fixing the steering interference issues, and finding a way to deal with the axlewrap that almost always results. You end up with more than 5 inches of lift; more flex, and better ground clearance. It's the only way to go if you own a Jeep and plan to run 35-inch-or-taller tires. Leaf-spring suspensions are relatively simple, but make sure to double-check your work before you cut anything off or weld anything on. And please, if you're not a great welder, have someone who is inspect (or do) your work.
Bolt-On Engine UpgradesIf you plan on keeping your engine then it can benefit from some easy bolt-ons that you can buy without going broke. The first step we recommend is adding a performance exhaust. While it may free up a little more power, you're buying the sound more than anything because most factory systems are very good on newer Jeeps. Be careful that you're not replacing a stainless steel system with an exhaust made of inferior metal. Next you'll want to add a larger-capacity air filter and take out as many restrictions between the cool outside air and the throttle body. Beyond that it's time to get serious. Buy a copy of the Mopar Performance catalog and turn to the Jeep section and consider camshaft swaps, larger valves, headers, and even some cylinder head work. Tie it all together by having your fuel injection modified by a shop that can tailor the EFI to your engine, and start burning rubber.
NV 241J Rock-Trac 4:1The NV 241J Rock-Trac is arguably the best transfer case to ever come in a Jeep. Its 4:1 low-range, reinforced housing, and bolt-on yokes make it an Atlas competitor, and at price of $1,600 from JB Conversions (337/625-2379, www.jbconversions.com), it's more affordable too. Right now the applications it will work with are limited to Jeep and Dodge transmissions with 23-spline output shafts. But it is a direct swap into any Jeep with an NV231, and it's a lot stronger too.
Power SteeringOlder off-road Jeeps with big tires need power steering. Sure, you can Hulk Hogan the steering wheel with a set of 35x12.50s around town, but get out on the trail and engage a front locker and even the Hulkster will be down for the count after 100 yards. A power-steering conversion requires a power-steering box and pump with the proper mounts, linkage, and plumbing. Again we'll refer you back to Advance Adapters (800/350-2223, www.advanceadapters.com) for the basic kit.
Stronger AxlesIt's been said that to build a Jeep you keep the body and throw everything else away. By today's rockcrawling competition standards that's true, but none of you should feel like you can't have fun on the trail unless you have 1-ton axles under your Jeep. We know stock axles have their limits, but we've seen them work a long time in some applications. We already know the factors that lead to axle failure. They are: traction (tire size, lockers, terrain), torque (engine power times gear reduction), and vehicle weight. Increase any or all of those things and you are going to break stuff-and it's probably going to be an axle. If you're a recreational user with tires less than 35 inches tall, we recommend you wait until you do break something before you throw money at the Jeep. If you get the urge to swap axles we think that Dana 44s front and rear will give you the best value for your dollar-especially if you don't have to have them custom made. If and when you start breaking Dana 44 parts you always have the option to upgrade them with stronger axleshafts, chromoly U-joints, and locking differentials.