XJ In Perpetual Progress

[Emorphius]

Been lurking around this site for a couple years and am finally to a point where I can really start building my rig. It's a 2001 XJ Up Country that I picked up off lease return in 2004. It started simple, just some 30" BFG KOs. That led to 31s and a budget boost. That led to a set of Rubi takeoffs and a Detours carrier. Then I started getting into overland travel. I have always been an outdoorsman, but the idea of being off-grid for a week or 2 at a time had me rethinking my plans. The XJ has always been a great adventure rig for the family, which now includes 2 kids. We love it. When ever we ask the kids what they want to take when we go anywhere the answer is always Big Green. So with the fleeting moment of Land Cruiser consideration past, I started to rebuild my rig the way I had always wanted to. This process is still in the beginning stages, but here is where I have gotten to.

4.5" OME/DPG suspension - Dirk is awesome to work with
33" Goodyear Duratracs on 17" ATX Cornice rims
Detours Tailbone
Bushwhacker Flat Flares
KCs on custom mounts
Thule rack and box

Coming soon:
4.56 gearing
traction control (debating on ARB front/truetrac rear, ARB F/R, Ox F/R, E-Locker front/truetrac rear)
banks torque tube and monster exhaust
snorkel
Unibody brace
sliders
ARB bullbar or JCR Vanguard and winch
ZJ brake upgrade
Trailer brake controller
rear drawer system
Lighting - head, fog, bar
MISC - tint, cb, navigation, electronics mounting systems
And likely more...

I am also in the process of building an expedition trailer for this to pull. I will start that in the trailer threads.

A couple from the early days:





Currently:




And a little teaser to the trailer build:

 

[fla_cracker]

Great lookin rig. I'll be following what you do as my goals are similar. And that is a lot of trailer.....bu way cool.

 

[Emorphius]

Thanks cracker. When I brought the trailer home it was also fully loaded on the inside. The jeep handled the load okay, but not quite as well as I would have liked. Soon the jeep will have some help from gears and a couple other performance upgrades. The trailer itself will be going on a massive diet. The axle, wheels, tires, brakes, landing gear and tongue will all go and be replaced by much lighter components.

 

[borison]

Trailer looks awesome, looking forward to your build.

 

[Emorphius]

Thanks borison. First up is some maintenance on it. I have to replace upper CA bushings, TR ends, new track bar, ball joints, and brakes first. Then gather everything to do the axles. The build will be slow as time and funds will be split between this and the trailer. Got to get ready for camping season.

 

[Emorphius]

I need to pick some brains here. I am gearing up for a major push on my XJ in the next 2 weeks, but I am needing some advice regarding traction devices. The Jeep will be on pavement most of the time. I do pull a trailer with it. It sees plenty of snow and icy conditions in Colorado. I have wheeled this rig very successfully for years with just the factory LSD in the rear but want a little more. I was thinking of leaving the front open, at least for now as I will not be using this for rock crawling. For the rear I was initially thinking the TruTrac but can't stop the consideration of an ARB. I have done a ton of research, but am hoping to get some insight from those that actually have them. I know several people with ARBs, and they all rave about them, but don't know anyone with a TT. I have always liked the factory posi, but have had issues with the clutch packs and really am looking for more traction. I like the LSD option because of the hands-off use. I does what it needs to when it needs to do it with no input from me (less the occasional brake loading when necessary). I like the ARB for the ability to go full lock when needed and on-board air is useful for many reasons beyond the locker, but is the not insignificant increased cost really worth it? Thought?

 

[Mitch502]

Not having either, I think I'd prefer a OX or a mechanically activated locker...I like things that can't break...but ARB obviously makes good products...but you want someone who has first hand experience, so ignore me :bike_rider:

 

[JPR4LFE]

My YJ was originally open, then I installed a rear TruTrac on 33x12.50 BFG Mud Terrains. From there I bought a 2003 TJ Rubicon with front and rear locking diffs on 32" BFG Mud Terrains. Now I am in a 97 XJ that's open/open that I just regeared to 4.10 but left open/open on 31x10.50 Hancook Dynapro MT. They were/are all manual transmission, and I had each of them for over 4 years. My take on the TruTrac is that it would be a good for a front diff for some extra traction without affecting drivability, but for the rear I feel you are better off with your limited slip. I never did feel like there was a drastic increase in traction, and I couldn't tell when it was working. I did have a manual transmission however, so I was never able to effectively left foot brake, and was always curious if an automatic transmission and left foot breaking would increase traction with the TruTrac, as listed in the instructions. The Rubicon was (which I would say is similar to the ARB) the best of both worlds. Traction when you need it, never let me down. Deep snow and rocks were unreal, and that jeep redefined my expectation of what a jeep is capable of. Are they worth the cost? Well, regearing the XJ and not adding at the same time tells most of my opinion . I do want them and hope to get one in the rear in the future, but I have found that 12psi tire pressure and sway bars disconnected increases traction SIGNIFICANTLY and no traction aide is by no means a deal breaker for me. For 97% of FS trails and 85% of the trails in Moab, an XJ on 31's will take you where you want to go and will surprise you every time. For the rest, I use the winch when needed. My approach for this jeep is a focus on camping and distance travel in conjunction with wheeling, so the focus has been on reliability and driveability, and if funds permit a selectable locker is by no means a waste of money. It routinely drives 3 hours one way on the interstate pulling the pop up camper, 4 wheel in mountains for the weekend and drive 3 hours back home. It has made the 12 hour trek to MOAB and wheeled Fins and Things, Hells Revenge, etc, and made the Trek back home without complaint.

 

[Emorphius]

Thanks for your take JPR. I am in the same mode as far as building for overland this time around. Since the new gears are going in no matter what, I agree this is the time to do it. Don't want to have to set mesh more than necessary. My XJ is an auto, and I have had to left foot it with my current LSD, so I'm seasoned for that. Probably why I have had to replace the clutch packs so many times. Reliability is paramount as the rig needs to get the family there and back, while pulling my M101A3. If they made an e locker for the 8.25, I wouldn't hesitate. Sadly no one does which has me leaning towards the higher cost ARB now.

 

[Emorphius]

Just decided to look around again and found that the OX locker is now available with an electronic engagement option. So now I guess I'm really down to the ARB or the OX.

 

[JPR4LFE]

I went through that same thought process in the fall when I was gear shopping as I have the 8.25 as well. E locker made the most sense for what I was looking for but not available for the axle, there is some drawbacks to the ox cable to the cab with not getting the cable kinked, cable stretch over time, etc. ARB locker running hoses, maintaining compressor and managing air hose leaks. The electric actuated ox sounds like it fits the bill but I could not find any decent reviews. I finally decided I was way overdue for the regear and did not want to keep rehashing all my options and wait for the funds when in reality the traction was adequate the majority of the time as it was. The thought being that I could try a lunch box locker in my open diff without pulling the carrier, and reverse it back to open if I didn't like it anytime down the road, though that is not an option with your limited slip. For what its worth, the Chrysler 8.25 does not use shims on the carrier to set backlash like Dana axles, it uses the threaded adjustment collar to position the carrier left and right. So if you decided to do the gears and keep the limited slip and do a locker down the road, the pinion is already set in place and the carrier goes in once, and you fine tune the position with the bearing caps in place (instead of pulling it in and out with a shim type arrangement). Granted, still easier to do a locker at the same time as gears, but you do not have a total redo of the gears if you do lockers later on. Good luck!

 

[Emorphius]

Since I insist on over complicating things, the thought of going ahead and doing the ford 8.8 swap has reentered my mind. This gives me the option to go with the eaton elocker in the rear. Also will give me rear discs. Realistically, the 8.25 hasn't given me issues. I have always been concerned with the c clips, but have had a problem yet. Decisions decisions...

 

[Mitch502]

Well, I'm not sure about where you live, but you can get 8.8's around here for under $100 at the junkyard...and they let you keep everything disc to disc...but I don't think 4.56 was a stock ratio, so you'd have to spend money on that. The brackets and stuff for a 8.8 into a XJ would be cheap, and allow you to set pinion angle better for your lift...

 

[Emorphius]

Well after some exhaustive research today (was stuck on conference calls all day) I think I have decided to go with the ford 8.8 swap and the ELocker. Stronger, parts are cheaper than the 8.25, get a brake upgrade out of it, and better pinion angle. Going to source a unit this weekend. For the cost of re-gearing the 8.25 and rebuilding with new bearings, selectable locker and seals, I can rebuild a 8.8 with the Elocker and get the above mentioned benefits for about the same price point. Sounds like a winner to me.

 

[Mitch502]

Sounds like you're going to come out on top!