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Stretching A TJ Wrangler: The Long And Short - Four Wheeler Magazine

Ali Mansour Brand Manager, 4WD & Sport Utility Photographers: Alan Huber

The ’97-’06 Jeep Wrangler TJ is one of the most popular and well-supported build platforms on the planet. Like most things in life, the 93.4-inch wheelbase Wrangler isn’t exactly perfect right out of the box, although the Rubicon models are pretty close. We’ve had our ’97 Jeep Wrangler for nearly a decade now, and over time its suspension system, along with our trail appetite, has evolved substantially. Like many of you we started out with a basic budget boost, then moved up to a short-arm lift, and ultimately to a 4-inch Superlift long-arm suspension system. While the long-arm upgrade was a huge improvement over the stubby factory control arms, we felt that the Jeep still had plenty of room to grow.

the Long And Short 1997 Jeep Wrangler Hill Climb Photo 35126594

Some time ago we swapped in a 5.9L V-8. During the engine swap we upgraded the front end with a do-it-yourself high-line fender kit along with an EVO Mfg. front coilover conversion. This suspension setup netted us 12 inches of vertical wheel travel up front, all while keeping the TJ very low. Initially we tried to keep the standard wheelbase with coil springs in the rear, but it was obvious that the back half of the TJ was hindering the Jeeps overall performance.

To help take our TJ to the next level we decided to install a Super Stretch (SS) kit from EVO Mfg. The Super Stretch kit includes new rear body armor panels that allow for a 3- to 5-inch wheelbase stretch, coilover towers and axle tabs, LED taillights (optional), and all associated hardware. Along with stretching the wheelbase on the Jeep, we wanted to maximize the suspension travel. This meant ditching the rear coil spring setup and upgrading to coilovers. Though the 12-inch travel Walker Evans coilovers may seem a little pricy when compared to your standard coil spring and shock setup, the performance and tuning advantages are well worth the cost.

the Long And Short super Stretch Armor Install Photo 36040537

Since the EVO Super Stretch armor is all bolt-on. We taped out the rear portion of the tub and then clamped the panels in place. With the Wrangler’s sheetmetal being pretty thin, drilling the necessary holes was a breeze. When ordering your kit, be sure to specify if you want to re-use your original taillamps or upgrade to the flush-mount LED lights as we did.

To convert our TJ’s suspension system we enlisted the help of the authorized EVO Mfg. installers at Low Range 4x4 in Wilmington, North Carolina. While there we wrenched alongside the expert fabricators and had our stretch conversion installed after a long days work. Though driveway installation is possible, the required welding, cutting, and drilling will necessitate a more evolved tool set. And while the rear conversion may seem like a lot of work, it’s a pretty straightforward upgrade that nets tremendous performance advantages.

the Long And Short trimming Sheetmetal Photo 36040543

With the armor set in place we marked out the underlying sheetmetal and began trimming. We used a cut-off wheel, but a reciprocating saw or body saw will get the job done just as well.

The Ultimate Test
In order to test our new setup to the fullest, we took our TJ on the Ultimate trail ride—our sister magazine’s (Petersen’s 4-Wheel & Off-Road) Ultimate Adventure. The weeklong, 1,000-mile-plus wheeling trip placed the Jeep against huge rocks, big climbs, and bottomless mud pits on a seemingly daily basis. Given that we were not running a front sway bar, only the factory rear one, we were extremely pleased and surprised at how stable the Jeep felt both on- and off-road. With the wheelbase now sitting around 99 inches with 12 inches of usable wheeltravel front and rear, the Jeep feels great and works leagues better on steeper climbs. Overall, the combination of the new mods, along with the high-clearance Superlift long-arms, 37s, and the mild V-8, allowed the TJ to be a more versatile vehicle, which is exactly what we were looking for.

the Long And Short powder Coated Side Armor Installed Photo 36040540

Once we had all of our trimming and drilling knocked out we sent the armor out for powdercoating. After receiving a nice semi-gloss finish we bolted the 3⁄16-inch steel panels in place with the provided countersunk hardware. PhotosView Slideshow To help brace the armor, the kit includes backing plates that mount inside of the tub. And while we are running EVO’s boatside rockers, the stretch armor is designed to work with most major manufacturer’s rocker guards.

To help brace the armor, the kit includes backing plates that mount inside of the tub. And while we are running EVO’s boatside rockers, the stretch armor is designed to work with most major manufacturer’s rocker guards.

A major plus for running the Superlift long-arm kit is that the company offers a 3-inch-stretch upgrade kit.

This upgrade provides longer end links that thread onto the original high-clearance arm ends. These bolt-on arm extenders meant we could keep our original suspension mounting locations and retain the majority of our suspension components.

With the rear axle being shifted back 4 inches, the rear driveline needed to be lengthened. We sent our existing J.E. Reel ’shaft back to Reel’s headquarters where it was retubed to the length we needed. We had it back to in a couple of days.

Since our rear axle is a Dynatrac Trail Series 44 we fabricated a straight track bar that attached to the Dynatrac track bar tower and factory mount at the frame. Having a high-mounted and flat track bar equates to better stability both on- and off-road.

Another key part to the stretch kit, which is especially critical for those running Dana 60 rear axles, is an aftermarket gas tank. Luckily, GenRight offers a variety of gas tanks, most of which allow you to stretch your wheelbase. We opted for the 15-gallon Comp tank, which bolts directly in place of the factory tank.

The GenRight Comp tank gives you the space needed to push the rear axle backward and stretch the wheelbase up to 7 inches. Comprised of a 1⁄8-inch TIG-welded aluminum cell with a heavy-duty 3⁄16-inch steel skidplate, the tank netted us 1-inch of extra ground clearance and had provisions for the factory fuel pump to be reused.

To make room for the new Walker Evans coilovers we used the plasma cutter to notch out the frame and fit the EVO shock towers in place. The towers are designed to weld in and accept 2-inch coilovers.

With the towers burnt in we cycled the suspension a few times to determine the best placement for the lower shock tabs. We found close to the middle of the rear axletube to work great for us, but placement of the tabs may vary depending on shock length and axle type.

Our 12-inch-travel Walker Evans coilovers are fitted with adjustable compression knobs. The compression adjustment knobs make it easy to firm or soften the Jeeps compression valving (upwards travel of the shock), and allow you to tune the shock without removing it from the vehicle.

The Eibach coils used to support the Jeep’s weight are a 200-pound over 250-pound setup. The 250-pound coil is 14 inches long and the 200 is 12 inches. Since we run a full-size spare in the rear of the Jeep and tend to load it down with gear for long trips, the spring rate worked out to be perfect for our setup.

Going with a 12-inch-travel Walker Evans coilover allowed us to sit mid-travel on the shock, while netting the TJ around 4 inches of lift. We’re big fans of the no-lift and big-tire TJ craze, but we’re not fans of constantly riding on the bumpstops and having a brain-jarring ride at higher speeds off-road. Going with a 12-inch-travel coilover allows us to have both a low and stable Jeep and plenty of useable travel.

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Stretching A TJ Wrangler: The Long And Short - Four Wheeler Magazine

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