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Old 02-14-2013, 05:27 AM   #1
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If you were an engineer on the TJ Jeep?

If you were an engineer for the jeep tj what would you have done different..........


Me personally i would start with waterproof electrical system!!!!!!

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Old 02-14-2013, 05:56 AM   #2
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L6 is a great engine but I would do a just at hardy v8 and make the tj/lj a beast.

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Old 02-14-2013, 06:06 AM   #3
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1. no torx bolts
2. Dana 44 rear standard
3. T-case with out slip yoke.
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Old 02-14-2013, 06:12 AM   #4
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Quote:
Originally Posted by 4Jeepn View Post
1. no torx bolts
2. Dana 44 rear standard
3. T-case with out slip yoke.
#1 times a million
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Old 02-14-2013, 06:35 AM   #5
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Quote:
Originally Posted by sethert View Post
If you were an engineer for the jeep tj what would you have done different..........


Me personally i would start with waterproof electrical system!!!!!!
Specifically I'd focus on the column and dash!
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Old 02-14-2013, 06:54 AM   #6
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Old 02-14-2013, 06:59 AM   #7
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Definitely a Hemi option....the 5.7 would be awesome.
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Old 02-14-2013, 07:01 AM   #8
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Tire carrier that can can handle a 35" tire + 70 pounds of mt. bikes/rack hanging off it.
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Old 02-14-2013, 07:02 AM   #9
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Quote:
Originally Posted by 4Jeepn
1. no torx bolts
2. Dana 44 rear standard
3. T-case with out slip yoke.
4. More leg room (I'm 6'7")
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Old 02-14-2013, 07:11 AM   #10
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Antiseize on all bolts, (ESPECIALLY undercarriage/suspension bolts), NO nutserts!
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Old 02-14-2013, 08:26 AM   #11
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Brute option from the factory
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Old 02-14-2013, 08:35 AM   #12
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Quote:
Originally Posted by 4Jeepn View Post
1. no torx bolts
2. Dana 44 rear standard
3. T-case with out slip yoke.
Those are good ones but are unrealistic in the high volume manufacturing world.

If I ran things at Jeep back then, I would've focused more on clearance at the belly, gas tank and control arm mounts. Everything hangs down too darn low on factory Jeep frames and axles.
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Old 02-14-2013, 08:39 AM   #13
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Quote:
Originally Posted by 4Jeepn View Post
1. no torx bolts
2. Dana 44 rear standard
3. T-case with out slip yoke.
Quote:
Originally Posted by Kilroy View Post
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these, plus:
#5. double shear frame side front track bar bracket
#6. open top 3/16" stronger & welded rear track bar bracket
#7. NV3550 in the LJ in 2004
#8. rear spring perch centered vertically over axle
#9. outboard lower rear shock mounts
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Old 02-14-2013, 08:40 AM   #14
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Use SAE or Metric sized bolts. Not both.

2'' more ground clearance and 31'' tires standard.
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Old 02-14-2013, 08:41 AM   #15
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A solid mount frame side trackbar bracket instead of the tie rod end.

The 42RLE automatic would have a lower 4th gear ratio than 0.69:1.
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Old 02-14-2013, 08:43 AM   #16
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based on the market of Jeeps. I would leave the platform alone as it is a great design the only change(s) i would have made is the electrical system use military plugs. (makes them water proof and very easy to work on) second would be to remove the chain in the transfer and make it "old-school" all gears. thats where i would start at least.
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Old 02-14-2013, 08:56 AM   #17
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Quote:
Originally Posted by UnlimitedLJ04 View Post
#5. double shear frame side front track bar bracket
You and I would be so bored then.
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Old 02-14-2013, 10:11 AM   #18
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Quote:
Originally Posted by sethert View Post
If you were an engineer for the jeep tj what would you have done different..........


Me personally i would start with waterproof electrical system!!!!!!
I wouldn't make that many changes.

I think a cable shifter for the t-case should be standard.
I would put a switch behind the glove box for clutch safety switch defeat.
I would use a variable ratio throttle body lever with an on and offroad length to reduce the sensitivity of the throttle when offroad.
I would make the dome light active off of the tailgate with an override switch to keep it on with a timer.
I would add a switch beside the clutch safety override to kill the dome lights with doors off.
I think a robust Dual Piston caliper braking system or a slightly smaller version of the WJ stuff should be standard.
I strongly believe the AW-4 from the Cherokee should have been slightly modifed to be shorter and that should have been the only auto ever offered behind the TJ 4.0.
The HP 44 from the South American Cherokee should have been the front axle in the Rubicon.
The rear 44 in the Rubi should have been the current JK rear Rubi axle.
The 241 should never have been an option in the Rubi behind the 42RLE.
All the VSS should have been tone ring driven with a potentiometer to correct the speedo at will.
Their should have been an option from the factory for a correct 2"-2.5" lift including gearing, tires, upgraded steering, springs, shocks, and 33" tires.


I do not think the 44 should be standard.
I have no issue with Torx fasteners, you just have to be smarter than what you're working on. If you use a 9/16's hex wrench on a 1/2" hex head, you're gonna have problems, same is true with torx and the vast majority of problems stem from using the wrong size.

Metric and SAE are fine. That only makes sense if you intend to have all the fasteners the same size. If not, you have to own a 1/2" and a 9/16's so owning a 13mm and a 14mm are no different. Be glad they didn't toss Whitworth in the mix. How would you like to try and own wrenches that give the shank size on the wrench itself instead of the hex size?
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Old 02-14-2013, 10:21 AM   #19
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Quote:
Originally Posted by planman View Post
A solid mount frame side trackbar bracket instead of the tie rod end.
Why? If you follow DW issue threads, 99% of them center around the lack of maintenance on the AXLE Side double shear bracket. Rarely does the TRE side fail or cause an issue simply because it is a taper just like the very durable TRE's in the knuckles.

Quote:

The 42RLE automatic would have a lower 4th gear ratio than 0.69:1.
Yeah, it's called an AW-4.
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Old 02-14-2013, 10:29 AM   #20
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I think the better question to ask is if you were the accountant, what would you have let the engineers do.
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Old 02-14-2013, 10:40 AM   #21
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Originally Posted by bgchzhd68 View Post
Antiseize on all bolts, (ESPECIALLY undercarriage/suspension bolts), NO nutserts!
Anti-seize is a very bad idea on bolts that need to retain torque values. What would be better is a low or medium strength thread locker and sealant.
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Old 02-14-2013, 10:42 AM   #22
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I think the better question to ask is if you were the accountant, what would you have let the engineers do.
Pretty much why most of what we get exists. Sure the Dana 44 sounds good on paper, but why add that expense to a platform that is already overpriced for what you get when it will only be used by a small percentage of the enthusiast fringe market?

Also the same reason most of what I'd suggest doesn't exist in the platform.
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Old 02-14-2013, 11:00 AM   #23
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I've always hated the look of the boxy rear taillights. Flush mounted led's.
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Old 02-14-2013, 11:00 AM   #24
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Quote:
Originally Posted by Black Magic Brakes View Post

Pretty much why most of what we get exists. Sure the Dana 44 sounds good on paper, but why add that expense to a platform that is already overpriced for what you get when it will only be used by a small percentage of the enthusiast fringe market?

Also the same reason most of what I'd suggest doesn't exist in the platform.
I must agree with Blaine. I grew up in the motor city, just up the road from Toledo Ohio where the Jeep plant was or is. It is all about money. They did a good job for a production vehicle. If you really want all those extras you would be in the market for a H1 hummer along with the cost. Most people never think of anything past the turning of the key and if it starts. We are extreme in the Jeep realm and Jeep wants to be in the middle where they can sell lots of vehicles amd make mpney.
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Old 02-14-2013, 12:39 PM   #25
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I've only had my Jeep for going on a year but my biggest complaints are horsepower in the 4.0, they should have never even entertained the idea of the stupid 4 cylinder (ever) and gas mileage. The 4.0 is an incredible engine in many respects but it is a turtle in every sense of the word. Slow and slower are the only speeds. Some sound insulation in the interior would be great too. More of the Rubicon type options in the earlier models would have been awesome. Whats with the factory fog lights? Garbage. Should have done a KC Daylighter option package with fogs and driving lights and better bumpers...
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Old 02-14-2013, 12:47 PM   #26
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I've only had my Jeep for going on a year but my biggest complaints are horsepower in the 4.0, they should have never even entertained the idea of the stupid 4 cylinder (ever) and gas mileage. The 4.0 is an incredible engine in many respects but it is a turtle in every sense of the word. Slow and slower are the only speeds. Some sound insulation in the interior would be great too. More of the Rubicon type options in the earlier models would have been awesome. Whats with the factory fog lights? Garbage. Should have done a KC Daylighter option package with fogs and driving lights and better bumpers...
Sounds like you have a clogged cat, high gears, and/or something else causing your issues. I can chirp my tires from 1-2 and sometimes 2-3 with 4.88's and 37" tires.
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Old 02-14-2013, 12:53 PM   #27
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Cat delete with Dynomax cat back, 3.55's and Dana 44 (sahara with Tow package on 33" BFG A/T. I'm getting 20 MPG highway last I checked (just did Accel cap/rotor/wires and new plugs so likely an improvement still). Runs 1800 RPM at 60 mph. Yes it has some power but makes it in a range that just guzzles gas. Running my jeep above 2500 RPM just feels like beating on it and I dont beat on what is my daily driver and hopefully an investment. The low end grunt in 2wd just lacks in my opinion. Some seem to think the 4.0 is good to go but most I speak to agree- 170 factory HP is not enough. 220-250 would be a whole lot better.
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Old 02-14-2013, 01:18 PM   #28
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I agree that 250 would be awesome, but any inline motor was/is designed for torque. if you want to increase power you need to go to a v motor or a boxer motor. in line motor again is all about torque, whereas the v motor is about power. thats why you see almost all tractors have in line motors.
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Old 02-14-2013, 01:31 PM   #29
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Originally Posted by Black Magic Brakes View Post
Be glad they didn't toss Whitworth in the mix. How would you like to try and own wrenches that give the shank size on the wrench itself instead of the hex size?
no kidding. it's all sorts of different...thread cut angle, wrenches...suckage....

nice list btw. HP 44 front, heavy duty D44 rear...making the TJ look more like a JK and I totally agree with the AW-4 over the 42RLE or 32RH.
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Old 02-14-2013, 02:12 PM   #30
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Quote:
Originally Posted by lys327
I agree that 250 would be awesome, but any inline motor was/is designed for torque. if you want to increase power you need to go to a v motor or a boxer motor. in line motor again is all about torque, whereas the v motor is about power. thats why you see almost all tractors have in line motors.
I don't mean any offense, but your analysis is inaccurate. The motor design insofar as configuration does not inherently lend itself directly to a division of either TQ or "power" as you put it. There are V's that wind up and ones that produce low-end TQ, the same with inline designs from 2-12 cylinders, and boxer motors are a design trade off that I could talk about at great length, but I won't. Anyhow, the IL6 in question is definitely biased for lower end torque production. On that we can surely all agree.

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