[ad_1]
Exiting the box, the 18 Jeep Wrangler JL is an absolutely awesome machine. Although this is not radically different from the outgoing JK, it's really a brand new Wrangler. As with any new SUV, we were curious to know how the new JL would react to a light lift and bigger tires. Would he have the same electronic adjustments as the outgoing JK if the computer was not calibrated? How can the new electric-hydraulic steering system handle bigger tires?
The list of questions continued over and over again. To find out for ourselves, we stopped by Low Range 4×4 in Wilmington, NC. There, we followed the crew that installed a 2.5 inch Overland Lift Stage 1 Enforcer of EVO Manufacturing on an 18 inch Jeep Wrangler Unlimited Sport. EVO has made a name for itself in the world of the Jeep with its impressive line of armor and its long JK suspension systems. Without wasting time, the company already has an badortment of components for the JL platform.
Paired with a set of Patagonia 35-inch-tall tires from Milestar, we were able to check JL road and off-road performance. So how did all this work? Read on to find out more.
EVO Manufacturing offers a variety of 2.5-inch suspension kits. Upon entering the Enforcer series, you get new coil springs instead of a coil spacer. And, just like the JL comes from the factory, every EVO reel is corner specific.
For the Overland series, EVO uses front suspension arms. These attach to the original control arm brackets. The concept here is to reduce the angle of operation of the arms. This ultimately creates better handling and better ride quality by using arms in stock locations.
To prevent the front wings of the JL from becoming detached during suspension compression, a thrust spacer is bolted to the rear of the vehicle. axle. The longer stabilizer bar link you see comes from the rear of the Jeep because it is necessary to make sure that the stabilizer bar does not reverse while riding a bike.
The standard brakes are kept with this kit, but there is a brake bracket included for the front. This kit also allows reuse dampers by adding a shock extension on the end of the axle. Paired with Plush Ride springs of 2.5 inches, it's a good way to save a little money and keep a smooth ride.
As is the case with the front, the rear uses shock relocation mounts. These require the enlargement of an existing hole and the drilling of a new one on the original damper bracket. EVO offers a King shock option for those looking for shock enhancement.
The rear kit includes a new coil spring, an anti-bumpstop spacer and a longer end busbar. Since the JL has placed the tracking bar in a higher position than the Wrangler of the previous generation, a support for moving the tracking bar is not needed.
In terms of lift height, the EVO springs gave this sport a little more than 2.5 inches of lift. While the Jeep keeps bumper stocks for now, the angle of approach has improved by 50 to 62 degrees. The starting angle has seen a jump of 37 to 46 degrees.
After
The backslide of the wheel is important for the JL, but with Rubicon axles being 1.5 inches wider than all other models, there will be no perfect solution for wheel spacing. These lightweight cast aluminum RT2XK 17 x 8.5 inches | The wheels of the Truck Truck 833GB series of Center Line are equipped with a spacing of 4.75 inches. These have worked well enough to keep the tire away from the suspension components, while maintaining a high coverage.
This JL lives in the Southeast where the mud is just a part of the equation of the normal wheel. To make sure that it would not be stuck in place, a set of LT315 / 70R17 Patagonia M / Ts from Milestar was installed. While the 35-inch Patagonias offer a familiar buzz of muddy terrain, they gently roll on the highway and effortlessly clean in the goo.
How does it work
First of all, the eight-speed automatic behind the JL's 3.6L V-6 is a game changer. Despite having inventory in stock, the Jeep still had the # 1. 39 impression of having a lot of power at the tap. At highway speeds above 65 mph, we found the Jeep to be seventh gear, but rarely to go eighth. Driving on both the road and off was not a problem, but he felt a heavier touch.
The ride quality and handling are very close to the stock, which suits us perfectly. If you are going to spend more time in the dirt, we strongly recommend you get a set of stabilizer bar disconnects and to improve shocks. However, for a daily and occasional driver, this setup is great. It is also interesting to note that we did not use a programmer to recalibrate the Jeep. While this was slightly turning off the speedometer, we did not have any stability control lights or we never found that the Jeep wanted to enter the fearsome mode.
What Hits, What Fits
You may have noticed that this Jeep has a full size spare part mounted at the back. Surprisingly, this was done without modifications. If you want to take this route, plan to cut the plastic bumper slightly to leave more room for the tire. The jury is always on the way a long-term solution, but it seems to work well for the moment. The only other minor cut needed was at the front of the lower front bumper skirt, as the tires were slightly in full rotation contact.
Source link
