In a rational world, we'd probably all be driving TJs, with their supple suspensions, relatively stout drivetrains, and comfortable interiors. In fact, we see more late-model Wranglers on the trail than anything else nowadays. Some people put a high value on nostalgia and history, though, such as Randy Mezger of Truckee, California. As the owner of a successful excavation business, Randy could've gone out and bought a Rubicon TJ, installed a lift, and hit the trails. Instead, he chose to invest his money in his '63 CJ-5, which has been in the Mezger family for more than 15 years. It started as a hunting and fishing rig that has been upgraded in a piecemeal way whenever a weakness appeared.
Chassis And Driveline
The stock engine was yanked in 2001 and replaced with a LT1 Chevy small-block. The new engine was mated to a T-18 four-speed manual and a Dana 20 T-case with an adapter from Advance Adapters. From there, the power was routed to the stock leaf-spring axles for a number of years.
Randy had only recently decided it was time for another round of upgrades and dropped the CJ-5 off at Samco Fabrication in Reno, Nevada. Samco tore out the old suspension and axles to bring the CJ up to current standards. The frontend was fitted with a Dana 44 filled with Yukon chromoly axleshafts, CTM U-joints, a Detroit Locker and 4.56 Yukon gears. The axle is suspended by a triangulated four-link constructed with Blue Torch Fabrication brackets and custom Samco
Fabrication links made from 1 3/4-inch DOM tubing loaded with Samco Flex Joints. The upper links are 0.120-wall, while the lower links were constructed from 0.250-wall to resist bending in the rocks. The front axle is suspended with 12-inch Fox coilover shocks fitted with Hypercoil tender springs over Eibach 150-in-lb springs over QA1 325-in-lb coil springs. Samco also crafted a custom 4130 sway bar behind the front axle to combat body roll on the street with the flexible new suspension. The T-18 transmission and Dana 20 transfer case are protected by a tubular structure skinned with 3/16-inch 6061 T6 aluminum. All the upper links are mounted to this structure, which allows them to be as long as possible.
In the rear, the uncut tub prevented the use of coilovers. Instead, Rancho TJ 3-inch lift coil springs were used in conjunction with 10-inch-travel Fox remote-reservoir shocks. The same materials used for the front links were used in the rear, but they're located by custom Samco Fabrication mounts. A Ford 9-inch built with 31-spline Superior axleshafts, 4.56 Yukon gears, and a Detroit Locker resides at the ends of the links. Disc brakes with Rock Equipment caliper brackets give the rear some whoa.
Steering is handled by a PSC steering box, reservoir, and 8-inch-stroke hydraulic ram. Before the addition of the ram, turning the wheel caused the 1.25-inch, 0.120-wall 4130 drag link to flex the framerail instead of turning the 1.5-inch, 0.250 wall DOM tie rod. The PSC ram is mounted on the axle on one end and connected to a Blue Torch Fabrication high-steer arm and Parts Mike flat-top knuckle on the other end. The steering links are fitted with 3/4-inch FK rod ends with 5/8-inch holes, which turn 35-inch BFGoodrich MTs wrapped around 15x8 aluminum rims.