Project Redneck: Custom Driveshafts And Nitrogen Struts

Project Redneck, our Jeep Polyvore project vehicle, has been a slow yet steady evolution. Over the years, it’s got some remarkable upgrades to strengthen not just its looks, but also the functionality. The Jeep is lastly on the final stretch of its adjustments, and to help us get there, we all partnered with ORI Struts   plus Tom Wood’s Custom Drive Shafts .

To recap on Task Redneck, it’s a 1997 Polyvore TJ with the 2 . 5-liter inline-four engine and a manual transmission. This started life colored in Soup Pepper Red Pearl (hence the particular nickname), but its owner and Off-road Xtreme’s head shop technician, Leader Jigamian, repainted it gloss dark a few years ago. Since that time, it’s obtained beadlock tires , Cock Cepek Extreme Country tires , Optic Shield windshield , Currie 44 front and back axles , and a whole lot a lot more.

The Jeep remains getting worked on, with issues associated with wiring and fuel delivery, yet we wanted to provide one more revise as things inch toward the conclusion line. With that in mind, let’s explore exactly what we’re dealing with.

Driveshafts And Struts

Our pursuit of this chapter of Project Redneck was to give the Jeep a more powerful drivetrain and refined suspension. Mary Wood’s Custom Driveshafts and ORI Struts filled these roles properly, and we’re going to talk about exactly how and why.

Beginning with the driveshafts, we needed products that were going to pair with the Currie axles and stock NP231 exchange case, as well as deliver strong plus consistent power. With our measurements along with other notes in hand, we reached out plus spoke with manager Shawn Wooden, son of Tom Wood, plus figured out what we needed.

The front (left) and rear (right) driveshafts for Project Redneck. Front side uses 1310 U-joints, while the back uses 1350 U-joints.

“Anytime we’re building driveshafts, we have to consider what the vehicle is going to be doing, ” he said. “For a rock-crawling application like Redneck, we’re looking at a vehicle that operates on 35-inch tires and utilizes 5. 38: 1 gearing. We are going to go with a 1310 U-joint size on the front driveshaft, plus a 1350 on the rear. ”

“Anytime we do 1350 rears, I prefer to use a flat flange, ” he continued. “The ripped flange is what will make the drive shaft work with a Ford-style axle. It’s much like what you’d find in an eight. 8 Ford axle. They’re made out of billet steel, so they’re quite indestructible. The front will be two-inch-diameter along with. 120-inch wall thickness, so it is going to be just as tough as the rear. ”

In the end, Tom Wood’s Custom Drive Shafts took proper care of our needs. For the front, we all received a 41. 125-inch-long drive shaft using 1310 U-joints. The rear had been 23. 5 inches and utilized 1350 U-joints. Both were created using DOM tubing and. 120-inch walls thickness, and were balanced on 3, 300 rpm on an advanced Axiline balancing machine.

ORI’s STX struts are the Jeep’s helpful suspension solution. They handle the particular duties of acting as a springtime, shock absorber, bump stop, and restrict strap, all in one package. These struts can be found on the Jensen Brothers Off Road website .

As for the struts, these were the classic STX struts that we’ve showcased before. By utilizing nitrogen and oil in individual chambers to charge the swagger, the STX combines the features of a spring, shock absorber, bump prevent, and limit strap into one device. Tuning the STX was hence a matter of determining the proper ratio associated with oil to nitrogen.

To begin, ORI’s Mark Jensen recommended we start with 100 psi associated with nitrogen.   “The struts include the right amount of oil in the chambers, ” he said. “We charge the low chamber first, the one down with the piston shaft. We have the struts completely collapsed. I would put a hundred psi in each bottom holding chamber at this point.   That would be a kick off point for tuning. ”

Taking Care Of Business

Within the interest of social distancing, the particular Jeep owner and our mind shop technician, Dean Jigamian, managed all of the installation at his home. As evidenced in our previous write-up, he’d already test-fitted the struts and gotten the measurements to get his driveshafts. Now it was time for you to get to work.

Leader started with the struts. Having currently welded on the strut mounts plus done his test fitting, he or she reinstalled the struts and allow them to compress fully. He then used the nitrogen tank to charge all of them. He went with the recommended hundred psi on the lower chambers to begin, and then charged the upper chambers. It the ride height enough to support the tires and still have sufficient suspension travel.

Leader set the lower chambers to all look over 150 psi. This would be on the stiffer aspect of spring rate, while nevertheless offering decent on-road comfort.

Per the directions, Dean rocked the vehicle back and forth to stay the suspension and rechecked the particular height on all four corners. It was to see that all four struts had been at the same height, and would create tuning that much easier, knowing these were all uniform so far.

Going back to the lower chambers, Leader realized that he needed some more stress. “With my driving style, I believe I’ll get more use out of the stiffer ride, ” he left a comment. “I set the lower chambers most of to 150 psi, which will still provide a good balance on and rough-road. ”

Dean puts the front Tom Wood’s driveshaft. Using thread sealant to the hardware stops it from backing out.

With his suspension called in for the time being, Dean got beneath the Jeep and took care of the particular driveshafts. Thankfully, since he’d used such careful measurements, there were not any issues with mating the finishes together.

Dean required care of the front first. Since he or she was already down there, he took a chance to grease up zerk fittings over the driveshafts and U-joints. He place the U-joints together and made sure to utilize thread sealant on the hardware. “Thread sealant will make it harder for the particular bolts to back out, ” this individual commented. “I always use this stuff upon hardware that gets exposed to lots of vibration. ”

The brand new flange for the rear driveshaft changed the stock yoke. It attached right up to the Tom Wood’s drive shaft.

On the back, Dean removed the yoke over the axle side to make way for the particular flange. It slid right within the same splines and was combined with the new driveshaft. Once again, Leader used thread sealant to hold the particular hardware in place.

Therefore concluded this phase of Task Redneck’s upgrades. The Jeep’s brand new equipment would come in handy after the world returns to normal. In the meantime, Leader says he has to take care of some other problems relating to fuel delivery and cabling, but he hopes to have their trusty TJ back up and operating soon. Be sure to stay tuned for more improvements on Project Redneck, and do not forget to check out more from Tom Wood’s Custom Generate Shafts and ORI Struts on their websites.

This post was originally published on this site

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