If even the factory can't leave well enough alone, why should we be expected to? Take the Wrangler, for example. Back in '87, a Wrangler came with little 28-inch tires. Then the TJ came along and got 29s. The Rubicon stepped it up to 31-inch 245/75-16s. And today we're seeing JK Rubicons shod with 32-inch 255/75-17s.
It's the same in the off-road world, where 31s were once commonplace, then 33s, then 35s, and now 37s. And even then, you've got to come to the table with a lot more on the plate. The bozo on the trail in front of you who doesn't know how to drive just dug you a nice 37-inch hole to claw through. So, make your life a lot easier and run 40s-or 42s. Or 44s. Or 53s. Well, we're not quite up to 53s yet. But with 40s quickly becoming a not-too-unprecedented exception to the norm, we thought it was worth the effort to bring you a few tips, tricks, and products to fit some really big rubber under your Jeep.
If you've got a TJ, American Expedition Vehicles' Highline kit will allow you to clear 34-inch tires with the stock suspension, 37s with a 3-inch lift, and 40s with a 6-inch suspension lift. The replacement front fenders extend nearly to the top of the grille for tons of tire clearance. A new hood contours into the fenders seamlessly, and the four replacement fender flares have a much larger cutout. The kit is so well designed, you hardly even notice it's not the stock body. And yes, it fits the company's Brute TJ pickup conversions as well.
Contact: American Expedition Vehicles, 406/251-2100,aev-conversions.com
This author learned this one the hard way after mindlessly mounting a set of 42s and then hitting the street. When you install your monster-diameter meats, make sure they're not going to contact the edges of your rocker protection during normal driving. Custom siping may be all the rage, but not when it's done with a blunt piece of armor bolted to the side of your vehicle. Remember that a large, bias-ply tire will grow slightly at freeway speeds. Even if they don't make contact in your driveway, that doesn't mean you won't hear some buzzing as you go down the road. Take a minute to break out the saber saw and make sure your rockers are good and clear from the tire tread. Shoot for at least three or four fingers of clearance between the tires and the edges of your rocker guards.
Yeah, by now they're not exactly breaking news, but they're still a great way to provide a bunch of clearance for big tires on a CJ, YJ, or TJ. Campbell Enterprises has been carrying these high-clearance fiberglass hoods since before reality TV ruined Thursday nights-if you can remember back that far. The hoods completely do away with the front fenders, inner fenderwell protection, and of course, the stock hood. Because of the minimal design, some relocation of the battery and other components may be necessary with most models, but if you're squeezing monster rubber under your Jeep, you probably don't sweat the little stuff like that.
Contact: Campbell Enterprises,480/782-5337, campbellent.com
You may go through a lot of trouble to relocate your axles, pushing them to the far ends of your vehicle for a longer wheelbase and more clearance between the tire and the body tub. But if you're running 40s or larger tires, there's a damn good chance those monsters are gonna reach out and grab your front bumper at full turn. To get a little more clearance and to regain your full turning radius, you'll probably have to run a shorter-than-stock front bumper. The good thing is, we think they look a whole lot better than most of the longer ones designed to protect the fenders.
Yeah, it's a weird one, but if you're trying to maintain a stock-type track width with huge tires, then chances are you'll be experiencing some tire interference on the coil buckets at full stuff. Converting to coilovers on the front, or the rear for that matter, allows you to angle the entire spring and shock assembly slightly inboard to gain a little clearance. Plus, there's the added benefit that coilovers by themselves offer a much more compact mounting package than a standard coil and shock setup.
Sometimes you just can't have your cake and eat it, too. Take a page from Editor Cappa's book and realize that sometimes to fit insanely large rubber you've got to sacrifice uptravel. Honestly, it's not as bad as you may think. Although you can kiss prerunning goodbye, limited amounts of uptravel make for a much more stable vehicle when coming down obstacles and side hilling. Plus, there's that little thing about keeping the big tires out of your fenders.