Frequently Asked Questions
• When looking for a new set of tires, you need to consider where and how the tires will be used. There are many things to consider like size, width, tread design, and what it is designed to do. There are many different types of tires and we can help you decide which ones best fit your lifestyle.
• Stock Jeeps and other 4x4's typically come with all-season tires that are designed to work in most conditions, last a long time, and be quiet. They are not meant for off-roading.
• All-terrain tires have more lugs that can get ahold of the surface and get a bite. They have a lot of rain siping, stay pretty quiet, and provide strong ride quality. Their main drawback is that the tread can fill up with mud fairly easily so they are not the best for mudding.
• Mud-terrain tires can be used for daily-driving but are mainly designed for muddy terrain. There is going to be sound driving on the highway which can be annoying for some people, but for those that have their tops off, it may not matter. Over time, they tend to be prone to chop up a little bit which can make them even louder. Must stay on top of maintenance with them.
• Hybrid tires are a nice cross between an all-terrain tire and a mud-terrain tire. The centerline of these tires is more like an all-terrain tire, but as you get to the outer edge they are going to have large mud lugs so they can get that bite. They stay quiet while driving as well.
• Dedicated off-road tires are meant solely for off-roading, not for daily driving. They lack rain technology which can make them dangerous in slick and snowy conditions. They have really large lugs that can grab onto rock faces and ledges.
• Twin-tube shocks offer a basic, entry-level replacement for a lift kit. They use mostly hydraulic oil and might have a gas charge up to 100 psi. They provide good ride quality but have two issues. Firstly, the gas charge is light. Secondly, the gas and oil mix which is not good because uneven driving surfaces can cause the mixture to aerate and lose pressure. This results in “shock fade”. They don't adjust to the road quality well.
• Monotube shocks are comprised of one tube that holds the oil and nitrogen charge with an internal floating piston separating them. Monotube works similarly to the twin-tube, but the main difference is the position of the valve. The oil and gas in the shock will never mix because of the internal floating piston, preventing aeration and “shock fade”. They also give some roll resistance on turns. With about 200 psi of nitrogen charge, they are ideal for those that want more dampening/shockability and “road feel”.
• Reservoir shocks follow the basic monotube design with the addition of being connected to a reservoir that can hold additional shock oil and nitrogen gas. This helps control heat and reduce shock cavitation, resulting in premium performance for an extended period.
• Short arm lifts tend to distribute energy straight towards the cab whereas long arm lifts tend to distribute energy parallel to the cab. This is why long arm lifts offer a smoother ride.
• One of the reasons you change from a short arm lift to a long arm lift is that there is a change in wheelbase as the suspension travels through its motions.
• The geometry of a short arm lift causes the wheelbase to change significantly, 4-5 inches in some cases as it goes through its travel.
• We recommend that you go for a long arm kit anytime you’re going over 3-4 inches, to preserve ride quality.
• Regearing results in recovery of lost power, improved fuel mileage, better towing capacity, and increased engine efficiency.
• Anytime you change the size of tires on your Jeep, it has an overall impact on your Jeep’s performance because the gear ratios have been altered which affects speed and torque. Gear ratios are based on the number of rotations the driveshaft needs to complete in order to turn your wheel once. So, getting a larger wheel will reduce the effective gear ratio meaning more power will be needed to turn the wheel completely.
• Regearing entails changing the pinion gears and ring gears to a different ratio as a means of altering the speed and torque.
• We recommend upgrading the differential gears to the optimal ratio in order to maintain peak performance. Typical new ratios are 4.10:1, 4.56:1, 4.88:1, 5.13:1
• We are able to repair rust damage.
• We have a four-step process when it comes to these repair jobs:
Step 1- Cut the rust out
Step 2- Test-fit the patch
Step 3- Weld the patch on
Step 4- Apply rust prevention
