Well, I have lurked long enough and I wanted to have a place to capture my progress. I bought a LJ several months ago after looking on and off for years. I have a CJ thats been through a frame off rebuild into a resto mod and I always had the bug to stretch it and link it but I had hesitation in cutting all the original metal.
In walks the LJ, I had conversations with the previous owner because of all the work that had been done to it. I am no stranger to fab or building so I really wanted to get a better idea of the Jeep and the work that had been done.
Needles to say, I bought it and brought it home. A little about the Jeep:
2005 LJ – 90k on the clock
OEM 4.0, 6 speed, and NP231
SD 60 front, 5.38’s, ARB, RCV shafts
14b rear, 5.38’s, ARBs
Currently sitting on 41’s with Fox CO’s
PSC ram assist, SPOD, Genright tank and skid
Suspension is a Rock Krawler long arm kit that’s been modified a little with longer links due to a WB stretch.
The metal work is unique, it has a CJ clip and outer fenders. The inner grill and inner fenders are still TJ. The hood is a mix, it was a cut down CJ and TJ hood to get the body contours right. The front fenders have been cut way back to complete a hiline fender and enlarge the wheel openings.
Same for the rear, the wheel openings have been enlarged to help the tires stuff.
Overall, it was a very mechanically sound rig.
When I got it home, I started looking through everything very thoroughly. I feel better performing some maintenance like:
I had some questions about the front Warn hubs because they were not moving. Upon further inspection when I pulled the hubs the original vacuum connections on the top inside of the spindle were not blocked off so water had gotten in there. They were rusted up pretty good. I ended up replacing the Warn hubs and cleaned out the hubs well. I also blocked off the vacuum connections that caused the water intrusion. After that I greased the RCV’s. It’s nice having 2 Jeeps with them because I already have their expensive grease loaded up in a gun.
I also disassembled the bead locks and serviced them along with adding balance beads and replacing tire valve stems. Figured why not while I am in there.
I also got the spare tire on a tire carrier. Its never fun to lift a tire of this size and the bumper mounted flip up/down carriers make it easier because you only have to mess with half the weight. Still not fun…
Really the rig is built to a point that there isn’t much that NEEDS to be done. I am looking to get some parts to be converted back to stock on the interior to my tastes. Looking at seats now, it has a set of Bestop Trail max’s in the front and rear and the fronts are too wide to slide forward with the tuffy console. This limits access to the rear seat for the kids.
I had to find the transmission tunnel cover and shifter boot because this one is dry rotted. I will likely be looking at a hydroboost unit. I have on on my CJ and it is amazing with larger tires.
Stay tuned…
In walks the LJ, I had conversations with the previous owner because of all the work that had been done to it. I am no stranger to fab or building so I really wanted to get a better idea of the Jeep and the work that had been done.
Needles to say, I bought it and brought it home. A little about the Jeep:
2005 LJ – 90k on the clock
OEM 4.0, 6 speed, and NP231
SD 60 front, 5.38’s, ARB, RCV shafts
14b rear, 5.38’s, ARBs
Currently sitting on 41’s with Fox CO’s
PSC ram assist, SPOD, Genright tank and skid
Suspension is a Rock Krawler long arm kit that’s been modified a little with longer links due to a WB stretch.
The metal work is unique, it has a CJ clip and outer fenders. The inner grill and inner fenders are still TJ. The hood is a mix, it was a cut down CJ and TJ hood to get the body contours right. The front fenders have been cut way back to complete a hiline fender and enlarge the wheel openings.
Same for the rear, the wheel openings have been enlarged to help the tires stuff.
Overall, it was a very mechanically sound rig.
When I got it home, I started looking through everything very thoroughly. I feel better performing some maintenance like:
- Rear main seal and oil pan gasket
- Valve cover gasket
- Changing axle, transfer, transmission fluid along with oil
- Fresh coolant, brake fluid, clutch cylinder fluid
- OPDA because it’s a 2005 and had the original one with a LDI sticker
- Greased all zerks on suspension
- Replaced windshield
- Got it inspected and road legal
- Took it for an alignment
I had some questions about the front Warn hubs because they were not moving. Upon further inspection when I pulled the hubs the original vacuum connections on the top inside of the spindle were not blocked off so water had gotten in there. They were rusted up pretty good. I ended up replacing the Warn hubs and cleaned out the hubs well. I also blocked off the vacuum connections that caused the water intrusion. After that I greased the RCV’s. It’s nice having 2 Jeeps with them because I already have their expensive grease loaded up in a gun.
I also disassembled the bead locks and serviced them along with adding balance beads and replacing tire valve stems. Figured why not while I am in there.
I also got the spare tire on a tire carrier. Its never fun to lift a tire of this size and the bumper mounted flip up/down carriers make it easier because you only have to mess with half the weight. Still not fun…
Really the rig is built to a point that there isn’t much that NEEDS to be done. I am looking to get some parts to be converted back to stock on the interior to my tastes. Looking at seats now, it has a set of Bestop Trail max’s in the front and rear and the fronts are too wide to slide forward with the tuffy console. This limits access to the rear seat for the kids.
I had to find the transmission tunnel cover and shifter boot because this one is dry rotted. I will likely be looking at a hydroboost unit. I have on on my CJ and it is amazing with larger tires.
Stay tuned…
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