For what we do off-road, the Jeep XJ platform fits our lifestyle. I’m passed wheeling the super hardcore trails; I’m more of a scenic wheeler. We enjoy cruising the dirt roads and bypassing the interstates/highways that most travel. Depending on the time of year, we enjoy running down the beach or playing in the dunes or snowy roads. We have found that the XJ does all these remarkably well. When built right, it is a very capable vehicle for more extreme situations. Yes, the platform lacks a solid frame. Yes, the engine is a bit weak for towing a trailer. Yes, the A/C is not the greatest or the most reliable system. But, if we are going to build a vehicle from scratch, why not address these shortcomings on a platform we are comfortable with.
Our last XJ, the old beater 1992 that we call the Wheelbarrow or the Wood Stove, has taken a beating. As with most semi-built XJs, we started beating on it before building it properly, and by the time we added frame stiffeners, the poor unibody had already begun to fail. The problem areas we experienced with the 92 came about from one flaw, not starting the build-out correctly.
Enter this sweet 1998 XJ with 200,000 street miles, no rust, no unibody cracks, excellent interior (except color and a worn driver’s seat), a bad engine, and a metal tailgate. Did I mention the doors and tailgate earlier? In the first generation of the XJs, the door hinges and tailgate were shortcomings. The second generation of XJs, Jeep upgraded the hinge design and went to a full metal tailgate instead of the fiberglass one. All positives in my book. We’ve replaced tailgates and doors repeatedly in the 92.
All this sweet 98 XJ needed was to be built from the ground up to our specs to help it survive off-road travel. So here is where we started and what we plan to do with it before it ever sees a dirt road or any punishment at all.
The first order of business was to remove the bad motor, and the rest of the drive train, radiator, drivelines, and exhaust were removed as well. Next, the unibody was reinforced with a set of bumper-to-bumper frame stiffeners from Hooligan Off Road. This needed to be done before the rest of the build could progress. We are doing this build in planned stages, by experts (I’m not a fab guy and will be the first to admit it), so the vehicle will be done right the first time.
Second, was to address the lack of power when towing our adventure trailer. So off to Novak Conversions for an upgrade of the drivetrain. Novak wanted to put together a new package for XJs like ours, so we turned them loose, and this kit will now be available from them. It’s a mild-built, reliable GM LQ4 6.0L with a Holley Terminator intake and fuel injection/ignition management system; a GM 700r4 built to handle the added torque and HP of the 6.0L engine. All build specs are listed below. Getting the power to the front and rear axles will be the job of an Atlas 3.8 transfer case.
Now that the drivetrain is installed, the suspension is next, plus adding more unibody stiffening. The complete build will happen over the next year. Stay tuned for progress reports.
Here’s a list of what’s to come:
Clayton radius long arm front suspension, Clayton 4 link conversion rear suspension.
SpiderTrax 9-inch axles front and rear, fronts with 1 ton outers and 35 spline Chrromoly shafts, selectable lockers, high arm steering with hydro assist, custom long travel big u-joint driveshafts and oversized disc brakes with cutting brake abilities.
Custom low-profile high-clearance bumpers with a front-mounted winch.
Custom designed interior cage tied into the frame stiffeners and welded in rockers, creating a solid framework and back bone for the unibody.
Please follow along with this 4Low Magazine XJ build as we try create the ideal off road vehicle for our needs.
Engine and transmission build specs:
Engine
– GM 6.0L engine, bored to .020 over
– Estimated 360 HP & 370 Ft lbs torque
– Remanufactured to exacting specs by a veteran race engine builder
– Melling high flow oil pump
– Mahle pistons
– Holley Terminator intake and ignition/injection control system
– Novak LSXJ headers
– GM factory A/C adapted to the XJ interior A/C
Cooling
– Novak KryoFlow XJ to GM Gen III+ Radiator
– 3x Spal electric cooling fans, progressive
– Dana Tru-Cool stacked plate transmission oil cooler
Transmission: GM 700R4
– Built to level II specs for 375 HP / 375 FT LB, engines
– HP furnace brazed torque converter
– V8 grade sprag
– Wide low roller clutch and sun gear bushing
– 30 spline input shaft
– Teflon coated pump bushing
– New HD sun shell
– Beast Reaction shell
– Sonnax Wide sun gear and Teflon stator support bushing
– Corvette 2nd gear piston
– 29-element sprag
– New reverse input drum
– Large boost valve
– 8-clutch 3-4 Alto Red Eagle clutch pack (up from a stock 6 clutch pack for V8 models)
– Late 3-4 apply plate with integrated legs
– TransGo shift kit for strength, calibration, improved shift quality and correct timing
– Rebuilt, reconfigured governor-driven gear
– Integrated, internal hydraulic lock-up controller
– New one-piece moulded 3-4, forward & over-run pistons
– Hardened pump rings
– High RPM pump spring
– Low roller clutch case-saver
– A drain plug is added to the pan for future convenience
