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by Ryan Stoangi and Ryan Kovak
Vince's Super Jeep Part 2
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Story and Photos by Ryan Stoangi and Ryan Kovac
Editor’s Note: For those of you who missed Part 1 of the build – you can find it in 4WD 14.5 (Volume 14 Issue 5). It covered the body, frame and cage and started a little something like this:
“Vince Hodgson came to us looking to turn his 1997 Jeep TJ into the ultimate full-frame Jeep. A machine that would conquer anything he wanted to throw at it and still drive to the local Jeep club meeting. This is a complete restoration and custom build project.”
After some deliberation with Vince, we decided that the GM Performance 6.2 EROD would become the heart and soul of this machine. The all aluminum LS3 offers light weight combined with big power - 430 hp and 424 ft-lbs of torque - while still being 2012 emissions compliant. We backed up the LS3 with a TCI competition 4x4 turbo 350 transmission. This transmission is custom built to handle 750 ft-lbs of torque. We added a B&M super cooler in front of an Advanced Adapters LSX conversion radiator to keep this beast cool. To send power to all four wheels we used the proven Advanced Adapter Atlas II transfer case with 5:1 low range.
The first step was to position the drive train so the engine, transmission and T-case were bolted together. We then installed the transmission mount to the adapter between the T-case and transmission. The tub was set back on the frame with new Energy Suspension body bushings. We mocked the ARG steering box in place with a new Borgeson steering shaft to make sure we had adequate clearance for the corvette style exhaust manifolds. The entire power-train assembly was swung into position and the Terra Flex high clearance skid plate was set in place. The tub required some surgery to clear the Atlas II without a body lift, and with a little finesse the skid plate was bolted into place. The next step was to fabricate some custom motor mounts out of 1 ¾” x .1875” DOM tubing. The LS3 fits the TJ"s engine bay perfectly, like it should have been there in the first place.
Now that we had the power plant in position we turned our attention to the axles. This part required no deliberation; a call went out to Currie Enterprises for a pair of Rock Jock III’s stuffed with 5.38 gears, Detroit lockers, 35 spline chromoly axles and Wilwood disk brakes. We added the Currie Rock Jock truss kit to locate the upper control arm mounts and welded the lower control arm brackets into position. The rear axle was squared up with the frame and the GenRight triangulated four-link was mocked into position. The next step was to cycle test the rear suspension to check for clearance at full compression. We had contact with the rear cross member and the rear foot wells. To add the needed clearance, the rear cross member was notched and boxed. For the rear foot wells we built pockets into the body to allow the upper control arms to tuck up when the suspension compresses.
The next step involved mounting of the 14" travel King Coilovers and King 2" air bump stops. To locate the coilovers, we made use of the GenRight rear shock mounting kit. The beefy 1/4-inch brackets look like they will take years of abuse without complaint but just to make sure we added a few gussets. With the suspension set to full compression, we marked the location of the air bumps and notched the frame so cans could be recessed for more clearance. Now that we had everything where we wanted it and tacked in place, limit straps were fitted to insure that coilovers would not top out if Vince decides to test the flying capabilities of the Super Jeep. We also fitted a rear sway bar to keep the body level while on the rocks.
This brings us to the front suspension - where space comes at a premium. With the TJ's frame set at ride height we positioned the Dana 60 Rock Jock III under the front of the truck. We used a tram gauge to set the wheelbase to 100.5 inches and squared the front axle to the rear axle. We then set the castor angle to 7 degrees and checked the pinion angle. The front lower links were cut to length and mocked into position. For the third link, we chose to mount it to the passenger side of the axle to allow space for the catalytic converters and front drive shaft. GenRight’s twisted pitman arm is what allows the 3-inch stretch to work without having to modify the steering box location.
We backed up the twisted pitman arm with the CroMo high steer kit and a custom double adjustable track bar. It took some trial and error to correctly position the steering components. The track bar and drag link need to be the same length and travel the same plane throughout the suspension travel. With the wheel centered, the distance from the center of the bolt hole for the track bar mount on the frame, to the center of the drag link bolt hole at the pitman arm, must match the distance between the center of bolt hole of the track bar mount at the axle, to the center of the bolt hole of the drag link at the knuckle. Keeping all these measurements as close as possible will eliminate bump steer. An AGR steering ram was installed to help turn the 42's.
With the front suspension and steering cycle tested and double checked, we began to mount the coil over shock hoops and brace - taking extra care to anticipate where and how the various under-hood components will be located. This practice saves a lot of headaches down the road created by the limited amount of space available. With the coilover hoops tacked in place and the shock mount tacked on the axle, the 14" coilovers bolted right into place. King air bumps were installed on the frame and the bump stop pads were fabricated on the axle.
We are now ready to start plumbing and wiring the Jeep but that’s another story. Keep reading 4WDrive for the next installment. Find out more about Off-Road Addiction at www.offroad-addiction.com or give them a call at (519) 451-6076.