While my TJ was on
order I had the time to research lift kits and decide which would
fit my needs the best. There is alot of information out there about
the various lifts available, so it comes down to personal needs. I
quickly narrowed my search based on manufacturer reputation (I'm
the type to buy a stereo from a stereo shop, not an electronics
warehouse), and then further by the different lift heights
available. I knew I wanted 4 inches or more, so that left just a
few choices. From that point, I decided on Rubicon Express for the
following reasons:
Completeness of kit:
Both upper and lower control arms
supplied
Complete new front track bar assembly supplied
Extended brake lines supplied
Slip yoke eliminator and new driveshaft supplied
Strength of parts- most parts either coated with durable
powdercoat finish or nickel-plated. Adjustability- pinion angle and alignment angles can be
changed easily by adjusting the upper control arms. Reputation- the only negative thing I had read about this
kit was that the instructions could be better
I chose this
lift height because this lift will serve me for many coming years.
Rubicon Express kits allow the option of starting small and adding
more pieces later to increase height and performance, but I decided
to install a complete kit now, and use the lift to its full
potential.
So once my TJ
arrived, I ordered the kit. I only live an hour from the Rubicon
Express facility, so I drove over to pick it up. After meeting the
owners, I was shown around the building. I must say, though they
were in the middle of expanding, everything was in order, nicely
arranged, and accessible. I feel this helps their service, because
finding parts is easy, and every part is labeled with a sticker for
quick identification. They told me about the kit, new innovations
they were working on, and were very friendly!
My kit was
packed in in three boxes, each labeled and packed well. When
opened, each part to the kit was in its own box, or wrapped in
styrofoam sheets for protection. Not even military movers could
have damaged these goods! I inventoried all parts, and it was all
there. I also went over the instructions and noted areas where
extra work would be required.
Rubicon
Express has recently modified their lower control arms. The lower
arms are now non-adjustable for length, while the uppers remain
adjustable. The lower arms are made of a larger diameter steel
tubing than the older style to add strength. The arm has a special
cartridge-type assembly that is basically a large spherical bearing
that runs in a special polymer race. The bearing is
self-lubricating and cheaply rebuildable. The control arm is quiet
due to a large rubber bushing at the upper side of control arm and
the non-metallic bearing races. The arm has a unique offset that
allows a tremendous amount of down travel without bottoming out
prematurely. My lower arms were gray powder coated, and current
kits have all arms and most parts powder coated.
The RE front
track bar assembly is also a wonderful innovation. It allows
centering of the axle under the body once the lift is installed. No
matter how your TJ settled after the lift was installed, the
adjustable track bar can accommodate it. It is made of chrome-moly
steel and is nickel plated.
Installation
Click here for full detail installation instructions
The lift installation was remarkably easy. I am no master mechanic,
and my dad is not either, but the two of us together put it in over
Memorial Day weekend at a pretty leisurely pace. 90% of the steps
were easy, requiring standard hand tools, and the other 10%
required a little innovation, patience, or brainpower.
Here are the only things that slowed us down: -The inner
hole on the rear driver's side upper shock mount threads somehow
got bent out of shape. The bolt came out OK, but when installing
the new shock, I could not get the bolt in all the way. After
determining it was the hole, not the bolt, I bought three new bolts
with the same thread pattern, but shorter lengths. After trying all
three, I took the longest one that would tighten securely, applied
Loktite, and bolted it up.
-Once the new control arms, swaybar links, and springs were in
place on the rear end, I felt the emergency brake lines and brake
lines were not in the best position they could be in. I
disconnected the e-brake lines from under the vehicle body and
rerouted them in between the upper and lower control arms. I
removed the metal brackets that held them to the stock control
arms. I also removed the bracket that held the brake line to the
stock control arms.
-After installing the control arms, springs, and swaybar links, I
decided that I had installed the lower arms upside down (my kit had
the first run of the new lower arms, and did not include specifics
about them in the instructions). One was easy to flip, but the
other was not, because the axle moved when I pulled the bolts out.
After an hour of being stubborn, I disconnected the sway bar,
drooped the axle (letting the springs relax) and the bolts went
right in. For the record, the correct way is with the rounded end
of the heim joint-end pointing up and located at the axle.
-The front swaybar links were very fond of the swaybar. They would
not give when struck with a hammer, so we tried to drill out the
press fitting. After breaking a drill bit, we remover the swaybar
entirely and put it in a bench vice. After more drilling, the link
released. Of course, the 2nd one released with 3 whacks of the
hammer.
-I had to disconnect the driver side tie rod to get enough
clearance to drill the front track bar frame mount. The press
fitting took some whacks to release.
-Installing the new swaybar disconnects. They did not seem to line
up with each other. I ended up adding a few washers to the lower
mount to space them a bit more evenly. I think my swaybar was bent
a bit, causing this problem.
-One of the metal sleeves that gets inserted into the upper axle
end control arm was machined incorrectly. Placing it on the drill
press and sanding it got it close enough to fit. Without the drill
press, it may have taken alot longer. The newest versions of the
upper arms, like the lower arms, do not require any additional
hardware.
-After all was done, setting the track bars was harder than i
thought it would be. The rear was a good 3/4" off the mark. I had
to loosen all the bolts holding the bracket on, then have two
people rock the Jeep harshly until I could get the bolt to catch in
the hole. Once that was done, it was a matter of retightening the
bolts. The small lower bolt in the bracket would not go back in, so
I had to drill it out to line the holes up and get the bolt in.
-I installed the front track bar how it fit still on jacks. The
axle sat about 1/2" off center. I needed to remove the frame end,
adjust the heim joint, have the vehicle rocked like the rear, and
get that bolt in the hole. I found out later that an easy way to
adjust this is to unbolt the frame end of the track bar, disconnect
the swaybar, and turn the wheel about 1/2 turn. The body will move
relative to the axle and allow adjustment and tightening of the
track bar.
-As expected, the instructions were not as complete as they should
have been. Hopefully, the RE people will look over the guide I have
written and supplement their instructions a bit.
Installation Results I ended up with 4.75" of lift at every tire. I was
not installing the RE slip yoke eliminator and driveshaft, or the
transfer case lowering kit, so I threw it in 4wd Hi and drove it
around the block. It sure was bouncy! However, after the 45 minute
trip home, it had broken in A LOT. Now it rides very nicely,
still nicer than my stock YJ, but I do feel more bumps. The recent
addition of 33" tires has made it almost carlike again (FYI, those
are 31's pictured). The alignment is close enough, though I will
still get it aligned within the week. There is also not a bit of
bump steer. Driveability is great, the increased height gives a
better view of the road, and vehicle response is still quick,
although the TJ is a bit more squirrely over uneven pavement.
One Month Later
I have to say I am 100% satisfied with the Rubicon Express 4.5"
lift. On the pavement, the TJ is easy to drive, and still nicer on
long trips than my stock YJ. I am confident heading around corners
(note: I keep the swaybar connected at all times on the road).
Off-Road, I
have taken the TJ on three different runs, including the Rubicon
Trail. The people I wheeled with repeatedly displayed amazement at
the capabilites of the Rubicon Express suspension. At the same
times where other well-built rigs were teetering and smiling about
their two- and three-wheeling experiences over rocks and ledges,
their jaws dropped as Trail J crawled through with all four tires
on the ground. A few times, the front springs have unseated from
the upper mount as the axle droops, allowing the vehicle to remain
stable. This feature can be equated to a buggy leaf spring setup
where the spring drops away from the frame during extreme
articulation.
You really need this
lift kit if you are looking to run tough trails! An added bonus is
the good manners it maintains on the street. This kit is worth
every penny and will provide years of on-and off-road enjoyment and
ability.
Rubicon Express
Dept. ORC
3315 Monier Circle
Rancho Cordova, CA. 95742
Phone (916) 858-8575
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While my TJ was on
order I had the time to research lift kits and decide which would
fit my needs the best. There is alot of information out there about
the various lifts available, so it comes down to personal needs. I
quickly narrowed my search based on manufacturer reputation (I'm
the type to buy a stereo from a stereo shop, not an electronics
warehouse), and then further by the different lift heights
available. I knew I wanted 4 inches or more, so that left just a
few choices. From that point, I decided on Rubicon Express for the
following reasons:
