Is “Jeep Therapy” Really the Real Deal?

1I was recently reading an article that expounded on some interesting data extracted from the 2015 U.S Census that stated the average American adult enjoys a daily one-way commute that is 25.5 minutes long. That is almost 26 minutes one-way , so double that unless you’re carrying a kindergartners nap mat to the office with you; we are on average confined to our cars interior for close to an hour a day, 5 days a week. The fine folks of the Dakotas, North & South, came in well under the average while Marylanders were 22% higher than the average. That is some seriously substantial windshield time!

So, as the gravity of this information began to sink in, I was reminded of a meme I had seen recently in one of the Jeep forums that I frequent. For those of you entirely unfamiliar with the term ‘meme’, don’t feel bad. Despite the fact you’re much better off in your current state of unknowing, I will tell you that a meme (pronounced MEEM) is a clever, inspiring or funny little picture or caption that has associated text cropped on it with the intention of spreading, by means of the internet (primarily social media), like a wildfire. It’s important to note that anyone can create a meme, so the cleverness, humor or inspirational qualities are by no means guaranteed, as you can only imagine. Accurate spelling is also less-than-vital.

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The “meme” in question alluded to the fact that driving a Jeep often proves to have an almost therapeutic effect on the driver. While I am a relatively new “Jeeper” by some people’s standards, having only been a Jeep owner for the past decade, I can testify with a great deal of certainty that this meme is right on point. It doesn’t matter how far off-track my day at work may have gotten, my ride home in my Jeep seems to set things straight once again. The wind in your hair can magically clear the muck from your mind. With older Jeeps, it’s often more of a trade-off.

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But the healing qualities don’t end when you put the Jeep top and doors back on, at least not entirely. Driving a Jeep just seems to put one’s mind in the proper state for reasons that I can’t accurately explain. I could argue that the driver’s vantage point being situated higher than most could be a contributor. The fact that the soft top possesses all the unrefined nuances of a camping tent could prove to be a factor for some while I think that the Jeeps overall essence of adventure and free-spiritedness seems to deescalate the stresses of the day for most.

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Bottom line is, anyone that has driven or even ridden in a Jeep doesn’t really have to be convinced at all of the therapeutic qualities exhibited on its occupants. If the single hour a day that you spend behind the wheel of a Jeep is truly therapy, then think of the money you’ll save on NOT having to see an actual board-certified therapist. A little internet searching reveals the typical psychotherapy session would run you around 76 bucks an hour, on average. Think of the money you’ll save! And the thing takes you places too?? Win/Win!!

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In fact, if my calculations are even remotely accurate, you stand to save a minimum of $380 a month, even if the therapy sessions your Jeep help you avoid were only weekly. The more drastic your particular internal instabilities, the more treatments you would have required and then the savings literally go through the roof! I’m thinking it might be time to splurge a little and start seeing a brand new therapist….Hmm. I think BLUE is a very calming color. OlllllllO

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A Modern-Day Drivers Lament

1I’ve always heard that those who don’t learn from the past are doomed to repeat it. While this is largely true from my experience, sometimes looking at the past in the appropriate light is the cure for better accepting what is in the present.

This bit of enlightenment came to me while I was sitting, somewhat impatiently, at a traffic light on my daily ride home. This is one of the lights that I have to “endure” daily; one whose entire existence seems to only suggest a proper course of action to those who travel under its authority at any given time. People just proceed out into the intersection regardless of the lights impending change. If the lights directions were to be observed and obeyed, order would ensue; however, the light and its luminous suggestions are largely ignored, resulting in utter and total chaos.

Imagine a place like New York City without so much as a traffic light to limit the lunacy. Back in 1901, this was the conditions of the day. Travel by motor car was relatively new and there was an entire dynamic between loud cars and frightened horses pulling carriages to deal with. That’s why there was The Automobile Blue Book – a written manual for navigating the city by car and surviving with life and limb intact.

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Before there were traffic lights, signs and electronic gizmos to guide us along, the government saw the need to give us guidelines by which to abide. In terms of the right-of-way, there was very little regard given to whether you were pulling out on to a major thoroughfare. Rather the direction in which you were travelling determined who had the upper hand. Obviously, those going north or south were actually going somewhere while those going, say, eastbound were not actually travelling anywhere deemed important, what with the rotation of the earth and all.

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With the fundamental basis of right-of-way now firmly established for us all, it’s time to move on to matters of safety. All vehicles, including the dreaded ‘velocipede’, are to be equipped with a bell, or a gong if you’d rather, but not too big of a bell as to encourage one upmanship. This 3-inch or smaller merry noisemaker is to be sounded whenever you pass another vehicle from behind and when you navigate a turn. Oddly, no mention is given in regards to the gaining or losing of right-of-way with a change in vehicle direction. I would think that gaining right-of-way by means of a turn would warrant the ringing of ones own bell, as sort of an audible celebration.

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The act of stopping the automobile is addressed to a lesser extent back in Article 4 Section 1, by advising that nobody is to stop the vehicle, unless it’s an emergency, or to let another vehicle cross in front of you. Use of an audible signal is advised but it doesn’t seem as though the bell is suggested to be the source of the signal. Maybe a “whoop” or a “holler” is in order, based on where you are from? Or you can just raise your whip. Wait…what??

When you see pedestrians treated as the same rank as the horses, it’s not surprising to see the City of New York come down hard on those who choose to ride a peddle-powered means of transport. Having to suddenly share the road with not only equine but now motorized contraptions driven by whip-wielding whackos is a whole new thing. Bottom line is- If you’re gonna bike it, you’ve gotta leave the tike at home to fend for himself. These streets are no place for young children

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And the bad news doesn’t end there for the bikers! Strict rules are enacted to make it illegal to coast your bike. Meaning you have to be under constant propulsion if you’re not parked on the curb. In fact, you have been directed to keep your hands on the handlebars and your feet on the peddles at ALL times!! Of course, it goes without saying that you can’t have a Chinese lantern on your bicycle either. Afterall, this ain’t Hong Kong. And Rule #13 restricting any and all “instruction” from the bike path is really surprising and is surely going to prove a serious hindrance to any of those who ever hope to learn how to ride a bike in this town.

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Just when you think the drivers of century ago had it pretty good, it turns out that said drivers were instructed to maintain a log of their driving. This was not just a tally of dates and mileage though. This is a full-fledged written report of data involving complex mathmatical formulas that rival todays college prep exams. How many miles did I traverse? What was my fuel consumption per brake horse power? How much waste am I storing?? The though of calculating water consumption per mile seems like a sizable task. Can’t I just go back to dealing with traffic lights and moronic drivers?

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Even if I was to become accustomed to the considerable load of paperwork that accompanied driving privileges back yesteryear, the accident preparation kit that accompanied the Official Automobile Blue Book would have me seriously rethinking my decision. Having to quickly peruse a laymens description of artificial recessitation and familiarizing myself with the acknowledged ways to “test for death” seems a tad intense when compared to exchanging insurance cards and texting your agent. Afterall, I’m pretty sure I don’t even carry linseed oil with me on most occasions.

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Now, riding in a Jeep can make you prone to getting a cinder in the eye. I just need to figure out what a “lamp lighter” is and pick up a couple of them from Amazon when I order my new velocipede. OlllllllO

Forget What You’ve Heard…Going Commando IS Cool!

1Long before the days of social media and the illicit birth of situation comedies, Kaiser Jeep saw the potential in an abandoned automotive platform, the Jeepster, and took the vital steps to revive it. While the original Willys-Overland Jeepster had found less-than-splendid acceptance in the late 1940’s, much of its failures could be lent to the fact that it was, in all essence, a car. A two-wheel drive touring phaeton, or convertible, with little or no ties to an actual Jeep, bar its slotted grille and flattish fenders. While the initial Jeepsters were certainly a spectacle of class and charisma, they lacked the crass and crudeness of its elder Jeep namesake.

Kaiser however sought to change all of that, by offering a new Jeepster; one with the spirit of a true Jeep firmly intact. A four-wheel drive runabout that expands on the universal Jeeps utility by delivering off-road capability, street worthy styling and a variety of body configurations to please the masses. From a two-door convertible, to a compact pickup and then a station wagon- the Jeepster was rebirthed for the ’67 model year with a whole new look and an attitude its very own. And they called it, the Jeepster Commando.

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Built on the CJ6 chassis, the new Jeepster Commando’s 101-inch wheelbase was a whole 20-inches longer that the standard CJ5. Providing ample interior room for the wagon models or increased capacity for cargo when dressed as a truck. Standard engine power was provided by the tried-and-true 134 ci F-head engine creating 75-hp while an optional upgrade of a Dauntless V6 engine treated the Jeepster to a substantial increase of brawn, more than doubling the base engines power and torque. It was a new time for the Jeepster nameplate, indeed.

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The Jeepster Commando remained in production until 1972, when it gained another three inches of wheelbase and officially dropped the Jeepster prefix from its name. It was now known only as the Jeep Commando- a name it would maintain until its demise in 1973. With the Vietnam War in its waning years, how was AMC/Jeep ever to know that the name chosen for its symbolism of strength and bravery would soon become the slang moniker for the act of forsaking proper under-attire. The odds are about as good as getting oneself surrounded by a rafter of gobblers with a professional photographer close by; unlikely, but yet, more than plausible.4

In 1971, when sales of the Jeepster began to decline, AMC did the only thing they knew to do. Try to make the Jeepster Commando into a special muscle car offshoot of an off-road legend. By handing over design liberties of the Commando to the hot-rodding radicals at Hurst Performance in Westminster Township, PA, the Jeepster emerged with what is, still today, arguably the most collectable Jeep package ever offered- the 1971 Hurst Jeepster.

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With an exterior finished in Champagne White and accented by racy red and blue cowl stripes, the Hurst edition packed little actual punch. Since the special package added nothing in the way of performace upgrades, outside of wider Goodyear polyglass tires, the Hurst Jeepster made it’s mark with more visual flairs. Glitzy chrome bumpers, a fully-functional roof rack and exterior badging on par with any boulevard brawler all made lasting impressions on potential buyers. While many others were entanced by the speed shop goodies that, by all appearances, were built for speed. Automatic transmissions were shifted by means of a macho Dual-Gate shifter, while Hurst drivers peered over a giant scoop and a hood-mounted tachometer reminiscent of the Pontiac GTOs of the day. Hurst Commando owners must have felt a genuine sense that they owned the road.

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I think it’s fair to deem the 67-73 Jeepster Commando as an indirect hit in terms of overall automotive substance. Did it change the face of automotive styling or design in it’s day? I would have to say NO. However, it did serve as somewhat of a foray to the new Cherokee SJ platform that followed closely in 1974; a landmark of monumental proportions in terms of the evolution of the SUV in America. For that reason alone, I can’t imagine what could be cooler than wheeling the asphalt or ravaging the trails in a fully restored Commando? If you are able to find one, buy it. If you have opportunity to ride in one, take that opportunity and enjoy what it truly means to Go Commando. Of course, unless you’re wearing swimsuits, proper undergarments are strongly encouraged. OlllllllO

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An Introspective Look at the Jeep FC-150

1Ever since I was a little kid, I have loved cars. Sure, I had a cool Lionel electric train set and even fancied building some random model airplane kits from time to time; but, when it came right down to it, CARS was where it was at for me. I lived and breathed them. Tinker Toys always seemed to lack enough detail to hold my interest. Hot Wheels and Matchbox cars were my strongest vice. Each one was different and intriguing in its own way and special for its own reasons.

Fast forward a handful of decades and a couple hundred car shows later; it’s seemingly impossible to see something automotive that really ignites any excitement anymore. My enjoyment of all things automotive has become more sensory, certainly when automotive design overall has become, in my opinion, somewhat mundane. It takes something visually fantastic, mechanically profound or some sensational sound to attract my gaze and steal my attention.

I think that’s why I like Jeeps so much. They all have similar visual appeal, so much that the Jeep community embraces a two-letter abbreviation to reference their particular model from a vast seventy-seven year span. From a JK to a TJ or CJ, it takes a species specialist to tell the difference between them at times. It’s truly evolved to the point where it’s all about the driving experience for me. Like the feel of the breezes that surround you as you drive an open-air Jeep or maybe the convention involved with driving something that resists being driven half-heartedly. It commands input and rewards such with a thrill for all of your senses.

But then one Jeep turns that premise on its ear. The Jeep FC-150 is so irregular in its appearance, many who have never witnessed one before are quick to ask “Is that really a Jeep?”. Gratefully, the answer is yes and what a Jeep it is.

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Built off a CJ5 chassis and manufactured for a decade, from the middle fifties through the mid-sixties, the FC models (short for Forward Control) are as refreshing to the eye of the typical car enthusiast as ride on a wooden roller coaster. Seasoned journalists survey its peculiar exterior with newfound enthusiasm and never fail to don a smile with the prospect of driving such a vehicle.

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4And what’s not to love? Driving an old FC can be compared to piloting a cross between a lunar rover from a dated science fiction movie bred with a 1950’s-era semi- truck. It’s somewhat awkward due to your body positioning over the front wheels but mostly just outlandishly fun. Heck, your inner child might even believe that you have somehow shrunken yourself and taken the wheel of a classic Tonka truck. That could happen, right? The similarities between them make one ponder the possibility that the two are actually the same. Fact is, toymakers only make cars that replicate ones that people would truly love to drive; hence, the Jeep FC. I’ve never seen kids playing in a backyard sandbox with a toy Moped or a 3-wheeled Cushman. It makes total sense…

My first time driving an FC was just a short little jaunt around a parking lot but it was indeed something special. The large-diameter steering wheel positioned relatively level in front of you and the fact that you can see the ground right in front of your feet makes your automotive sensibilities do an about-face. The controls are simplistic and antiquated, the seating crude and the subtle reminder that you are essentially riding atop the engine is always at elbows length away. Still, the experience is crude yet wondrous.

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I would argue that the term “Super Car” being reserved for those that possess absurd speed or racecar-like handling is unfounded, if not completely unfair. While the early FC’s were powered by the puny 134 cubic inch four cylinder engine, it clearly wasn’t their speed that made them so outstanding. Throw in a hydraulic dump bed and a total absence of a hood and you end up with a vehicle capable of totally collapsing conformity while cruising comfortably below the posted limits? It’s hard to deny that Jeep FC indeed ranks as “Super” car and puts it high on my list of the coolest cars around. OlllllllO

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“Two Great Tastes That Go Great Together…”

1One of the easiest tasks in the world of marketing is to take two separate components that are equally endearing on their own merits and put them together to create something new that everyone is sure to adore. Case in point is an old commercial from a time gone by when colors were a lot less vivid and collars had a wingspan; in a place where two hip cats are walking along the sidewalks of Anytown, USA, each with their own special eating disorder. Our male specimen is indulging himself in the luscious goodness of a milk chocolate candy bar; and who can blame him. While the attractive but slightly more perturbing female is gorging herself on the gooey contents of an entire jar of peanut butter. While I, myself, do actually enjoy a healthy dose of peanut butter from time to time, I can’t even comprehend what mental instabilities might cause someone to feel that consuming an entire jar of Skippy while in public view is even remotely acceptable. Whether due to their obvious personal afflictions or their headphones masking their surroundings, the cute couple collide in a calamity that had us all licking our collective chops. Clearly, the folks at Reese have had little trouble convincing viewers that combining two such goodies into one delightful consumable cup is a no-brainer and guaranteed to please anyone who finds themselves a fan of either part of the tasty equation.

Winning combinations don’t even have to be the product of calculated marketing. Take, for example, ham & cheese sandwiches or turkey & dressing. Sometimes the chemistry between two individual things is so undeniable that they virtually become paired more predominantly than they appear separately.

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In 1970, while American Motors was looking to assume the Jeep product line from Kaiser-Jeep, designers made such a calculated conglomeration in hopes that America would be dazzled by the possibility of blending the vastly-popular muscle car with the off-road sensibilities of the prized short wheelbase CJ5. A medley that may have proved to be more a potential inspiration for the upcoming AMC Pacer than the newest automotive talk-of –the-town they had hoped for. While most concept cars aim to deliver something to the consumer that is highly desirable yet currently less than common, the Jeep XJ-001 seemed to strike a chord of confusion in the potential marketplace. Since there is nothing inherently wrong with any of these individual pieces, the sum of their parts must certainly be above reproach, or at least in this case, just beyond our scope of comprehension. Exactly what is it that we should do with this really fast, really short car with no roof or doors that has limited agility and handles pretty poorly? Nothing pleasurable seems to come to mind…

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The Jeep XJ001 was clearly by appearance built on the CJ’s tiny 81-inch wheelbase but that’s where the similarities seemed to cease. Even the swooping door openings look more akin to a carnival bumper car than any Jeep of memory. When the new Jeep prototype was revealed at the New York Auto Show in July of 1970, the crowds seemed to eat it up, albeit in very small portions. Maybe not as ravenous a reception as though they were treated to a luscious peanut butter cup, but response was certainly deemed better than unfavorable, certainly in comparison to the other show floor spectacles of the day. Like the new Ford/Mercury Capri or the all-enthralling “Seat Belts Save Lives” display held in the lobby.

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While the prospective Jeep never really shied away from the sudden media spotlight, this new look was, in all honesty, completely unfamiliar digs. The XJ-001 was, in essence, a compilation of gawdy pinstriping, glossy paint, chrome wheels, glistening adornements and go-fast goodies wed with a stubby car-like body that seemed oddly disproportionate to the wheelbase. In all fairness to the concept car, the only way I can find acceptance of it is to completely remove it, at least in my mind, from the name ‘Jeep’ altogether- an undertaking that I find nearly impossible to accomplish given the comical wheelbase and the telltale ‘Jeep’ badging that graces the B-pillar. On second thought, if that was a B-pillar it would match the windshields elevation, which it doesn’t. This odd rooflike section is barely higher than the dash, making it more of a sport bar. But it’s height being considerably shorter than the bucket seats, makes it’s existence an even bigger mystery than the Pinto-inspired sloped rear deck opening that trails it; a visual borrowing that predates the Ford Pinto by a year.

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The Jeep XJ-001 must have been a feast for the eyes as spectators stood in dazed bewilderment at the styling quirks of this strange prototype. The CJ that had just received side marker lights a year or so prior, had now bore offspring bearing large trapezoidal chrome-bezeled lights on the front corners to offset the gills placed conspicuously on the front fenders. The giant air intake scoop on the hood hinted at what power lurks beneath. While Jeep CJs were treated to the customary civility of a 134 cubic inch engine and the occasional 6 cylinder powerplant, the XJ-001 had a surgically-implanted 360 cid V8 right out of one of AMC’s fabled tire shredders which seemed almost inappropriate. With a uniquely contoured dash that cascaded downward into a custom console that housed the ignition switch, 4 speed shifter and even the radio, the XJ-001 found ways to distinguish itself from the pack of Detroit’s latest iron. Different? Sure, but not necessarily desirable.

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Although the 1970 Jeep XJ-001 was a staple of the auto show circuit throughout the year, it never rooted any significant interest, certainly not enough to encourage the powers-that-be at AMC to procede with production.7 Unfortunately, the solitary XJ-001 prototype was lost to a fire when the car carrier that transported it overturned after an appearance at the Texas State Fair. With it’s body made primarily of fiberglass and plastic, there was very little reminder left of the peculiar protoype that had once been. It seems as though, at least for the time, Jeep was set to continue being simply a Jeep and the role of being a car would be left up to those better suited at pulling it off. The XJ-001 was in many ways a precursor to the hybrid cars of today, or cross-overs, as they are commonly referred to. Designs where multiple functions join to find one form. In the end, while the combination of two great things can be good, the greatness in the individuality of each is beyond compare. Jeep is undeniable proof of that. OlllllllO2106b4ca367891a36776fcdb10f2edd9

“A Place for Everything & Everything in its Place”

1It sounds so simple, almost poetic. The most brilliant minds of our time have reiterated its importance and yet I find myself in seemingly constant denial of its very existence. I’m talking about organization. It’s the one and only thing that can transform you into the star of your own weekly program on the DIY Channel, instead of the unwilling focus of an episode of Hoarders. Yet I hopelessly still continue down life’s road with a cargo area brimming full with all of “necessities” that a Jeeper might find sudden need for. I believe it was Albert Einstein who once stated “Out of clutter, find simplicity”. Since he’s got me beat by more than a handful of IQ points, I’ll take those wise words, somewhat reluctantly, and try to apply them to my own personal situation in hopes of finding a better way.

In all honesty, my own organizational misfortune began innocently enough. A few years back, while preparing for a weekend wheeling trip, I decided that removing the rear jump seat in my YJ would free up some valuable interior room and make for much easier packing. Both of my sons had grown to the point where climbing into the back seat for a wheeling trip had become both physically impossible and socially unacceptable at the very same time. The vacated expanse of newfound cargo area was undeniably enticing- much like a day-old chocolate éclair on the kitchen counter when you’re expecting company. Sure, you could leave it out there but one single pastry could never satisfy more than one person. So you find yourself cramming the entire treat into your mouth hurriedly just as the doorbell rings. The back of my Wrangler quickly became home to every sort of disaster preparedness gear imaginable. Just like that, it had begun. Such catastrophes always start somewhere.

2Before concluding that my Jeep is a rolling refuse bin, I want to state that I really only carry the actual bare necessities. Although, when you drive an older Jeep, like me, that list of essentials can be considerable. There are the mandatory tool kit- pliers, screwdrivers, sockets, and wrenches, in both standard and metric sizes based on Chrysler’s inability to commit to any set standard (combined with my own mechanical inability to do the same). Then there is the recovery gear, a virtual boat-load of straps, ropes, shackles, pulleys and gear to snatch ones four-wheeled soul from the grips of vehicular misfortune. Add to that the horde of specialty tools that seem to gain paramount importance when you’re broken down on the trail and losing daylight. Work lights, fuel pressure gauge, a trusty voltmeter, well-stocked electrical kit, a selection of clamps and hoses, u-joints, spare wire, etc. I failed to mention the plastic milk crate stocked with an array of motor oils, brake fluid, tranny fluid, penetrating oil and other essential potions.

With all the evidence provided above, I dare say that the only cargo I have in tow that is not absolutely vital to my vehicles overall preparedness is a small 8” x 10” metal storage case that serves as transport for my vast music collection that I have loaded on tiny and convenient flash drives. While this could be deemed by many as non-essential payload, the fact that I can carry the contents of hundreds of CD’s in the space of a tissue box stands as proof positive that I am not beyond help. And who doesn’t like some tunes as accompaniment for the droning of the mud terrains? So while the age-old adage ‘Less Is More’ may be true, I am decidedly at the point where any less would likely not be enough.

When it comes to organizing the rear cargo area of your Jeep, there are some extremely innovative and cool products on the market today that can help convert your version of chaos into a neat, orderly collection of tools and supplies that are easily accessible and always right where you left them. Drawers that glide smoothly on tracks with roller bearing slides; more than ample to house all your hand tools and bottles of essential fluids seems almost too good to be true. It could take some time to get used to such civility though, when you are accustomed to the other extreme. I remember the time that my can of PB Blaster got tipped over and its spray nozzle became depressed by a tumbling gear bag. As the cans smelly contents saturated my Spice interior carpeting, the noise created had me searching feverishly under the seats for the hissing serpent that had apparently become unwillingly trapped inside my Jeep; not thoroughly convinced that I really wanted to find it. I still don’t know where the lid to the can went.

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While solutions to the problem of cargo organization can be solved easily and in a relative hurry with a little online shopping at any number of retailers, the truth is that many of us choose to use our precious little funds for more imperative endeavors like lift kits, remote reservoir off-road shocks and providing meals to our offspring. With just a little money and some creativity, you can come to some pretty impressive storage solutions by scouring the aisles of your local home improvement superstore. Plastic caddies, multi-level shelves, tie downs and storage compartments can be cleverly combined to suit any need. Whether you prefer to trail ride, hunt, fly fish or just love to drive into the mountains to crash your expensive drone into really tall hardwoods, your cargo compartment can cater to your specific needs.

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Whatever cargo area organizer you devise, remember to make sure that you keep your own safety at the forefront of the design. Everything needs to be securely mounted, contained and restrained. In the event of a vehicle rollover, you don’t want a 30 pound box of wrenches tumbling around inside your Jeeps cab, much less any massive plywood tumbleweed. Take the time to anchor your creation to the floor and secure all of its contents well.

If you find the limited confines of your Jeeps interior to be too limited for the kind of organization chaos you have going on, you might consider a more sizable investment is in order. An overlanding-style trailer can be equipped to serve as a base station or kitchenette on camping excursions, a portable hunting stand or any variation in between. All with the convenient portability of going anywhere your Jeep can pull it. Not to mention, they look really cool and help to free-up that invaluable interior space you thought you would never see again.

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Admittedly, I have not yet fully committed myself to the task of organizing my cargo area… yet. But I am wholly convinced that I have a problem, which is often considered the first step in finding true healing. Maybe as a resolution for the upcoming New Year, I can come to terms with a plan to organize my gear and bring some much-needed harmony to my discord. If for no other reason, it would be nice to find the lid to my PB Blaster. OlllllllO

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Rugged Ridge’s TOP 10 Last Minute Gift Ideas…

1With barely a handful of days left until Christmas, we wanted to take a minute to drop a few hints for some cool last-minute gift ideas for that special Jeep enthusiast in your life. Time IS short so don’t delay another minute…Rugged Ridge is here help you show Santa how it’s done!

 

Great Gifts For LESS Than $50- (we call them affordable, not cheap)

        1. Off-Road Grab Handles – We’ve got awesome grab handles to equip that Jeep for any adventure. Front seat, rear seat and anywhere in-between, not to mention a bunch of colors to accent any rig.2
        2. Dash Multi-Mount – This easily-adaptable system puts your cellphone right where you can see it, whether you’re on the trail or just sitting in traffic. It’s a MUST for 2007-2018 Wrangler JK!3  
        3. Entry Guards – A little protection goes a long way, especially when you consider the bottom of your Jeeps door openings. They are kicked and scuffed just about every time the door opens which is hard on paint and even harder on the eyes. We offer a set of door entry guards for 2 and 4 door models that will protect and perfect the look of any Jeep.4 
        4. X-Clamps – Mounting lights, cameras or any other accessories is simplified to perfection with the trail-proven technology of our X-Clamp mounting system. These mounts can be rotated for any angle and are available to fit a variety of tubing diameters. Choose either Silver, Black or Textured finishes to accent any exterior.5
        5. Gifts For Under $100(For those whose names do NOT appear on the Naughty List)

        6. Aluminum Hood Catches – The ideal upgrade for any Wrangler JK, these latches eliminate the issues with hood flutter that plague even a factory fresh model. Well-built, stylishly styled and simple to install makes the perfect gift. Ask anyone who has them!!6
        7. Elite Hood Dress-Up Kit – A perfect complement to our Aluminum Hood Catches, we tooled all of the hood mounted components in high-quality aluminum giving them spectacular curb appeal on top of flawless function. Installation is a breeze, even in December.
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        9. LED Brake Light Ring – Turn that factory high-mounted brake light into a brilliant spectacle that can’t be ignored. With 96 powerful torch red LED’s mounted behind the spare tire, you can enjoy the safety benefits of being the center of attention.
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        11. Elite Pivotal Headlight Euro Guard – The only cast aluminum head light guard that can be mounted in a vertical, diagonal or horizontal position for a variety of visual accents. With three premium finishes to choose from, the possibilities are plenty.Gifts For Over $100(For those loved ones who rank very highly on the Nice List- or maybe even a Naughty one who could really use some encouragement?)
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          Gifts For Over $100 –(For those loved ones who rank very highly on the Nice List- or maybe even a Naughty one who could really use some encouragement?)

        13. Spartan Grille – Call it an attitude adjustment in a box. Nothing can turn a stock JK into an agitated and aggressive off-road beast as quickly as our Rugged Ridge Spartan Grille. The included easy-to-follow installation instructions makes this a simple and enjoyable upgrade for any do-it-yourselfer.
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        15. Spartan Bumpers – Rugged Ridge’s new line of Spartan Bumpers deliver the look and fit of high-end off-road bumpers but in a package that doesn’t forget about the budget. Just pick the style that suits your build and start making room under the tree! ( p.s. Bumpers will NOT fit in a traditional stocking)
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    There’s a little something for any Jeeper on your list AND there is just enough time to make any of these dreams a reality. We’re gonna keep making cool stuff for Jeeps so we’ll meet you back here next year. Maybe we can shoot for July or early August though?? Merry Christmas  OlllllllO

     
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Rugged Ridge introduces exterior armor with new Steel Body Armor Cladding for 2007-2017 Wrangler JK

Superior Lower Body Panel Protection Fights Against Corrosion and Rust

Rugged Ridge®, a leading manufacturer of high-quality Jeep®, truck and off-road parts and accessories, today announced the addition of its new Steel Body Armor Cladding for 2007-2017 Wrangler JK / JKU models to its line of exterior body armor products.

Rugged Ridge Steel Body Armor Cladding adds extra protection and is engineered to fight off rust and corrosion.  Photo Credit: Rugged Ridge

Rugged Ridge Steel Body Armor Cladding adds extra protection and is engineered to fight off rust and corrosion.
Photo Credit: Rugged Ridge

Designed with the off-road Jeep enthusiast in mind, new Steel Body Armor Cladding is built from heavy duty three millimeter thick steel plate to provide a high level of protection to vulnerable rocker panels, an area commonly damaged in even mild off-road environments. The Steel Body Armor Claddings sectional construction for a tighter fit and easier installation, with only slight drilling required and can be used with OE or aftermarket flares, as well as Rugged Ridge Armor Fenders.

Each section of armor cladding is treated to a durable black powder coat to guard it from rust, corrosion and any threats the trail may pose; providing long-lasting protection despite severe conditions. Stainless button-head hardware attaches the armor securely to the body and gives the Jeep for a quick install. 

“We engineered the new Steel Body Cladding to offer extrended protection and functionality to the armor,” states Eric Russell, Product Engineer at Omix-ADA/Rugged Ridge. “Obviously, not everyone is going to go wheeling in their JK  but we want to provide extra protection just incase.”

The Rugged Ridge Steel Body Armor Cladding is backed by an industry leading five-year limited warranty and is available online and through select Jeep and off-road parts & accessories retailers nationwide with an MSRP of $266.99 for the JK 2-door and $333.99 for the JKU 4-door.

For more information about the new Steel Body Armor Cladding or and of Rugged Ridge’s complete line of high-quality Jeep and off-road products, or to find an approved retailer, please contact Rugged Ridge at 770-614-6101 or visit www.RuggedRidge.com

Part Number Description MSRP
11615.10 Steel Body Armor Cladding; 07-17 JKU 4-Door $333.99
11615.11 Steel Body Armor Cladding; 07-17 JK 2-Door $266.99

“Shoppin’ for Your Baby Some New Shoes”

1When buying new tires for any car, or at least one that you cherish, that’s one of those expressions that has always seemed an appropriate fit. I guess it’s because tires are so important to the looks of your vehicle, not to mention the effects they can have on handling and overall enjoyment. If your beloved human offspring were to need some gym shoes for school and you set out to the store with your heart set on a pair of Dingo boots, the repercussions for your misguided actions would be very real. Your child would no doubt be the last one picked for kickball, they would no longer find shorts as a logical clothing choice and their standings on the ever-important popularity scale would plummet. Buying tires for your Jeep is not much different.

Before you set out to buy your babies new shoes, you have to ask yourself a few questions so that you are more likely to arrive with a suitable answer. What is it that you use your Jeep for? Is it simply a people- hauler used to shuttle family members to lacrosse practice and run errands around town with no plans to drive off the paved roads? If so, a traditional highway or all-season tire might be the best option. Or is it the look of the tire that is of more concern to you? Can you have both?

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Highway tires are best-signified by a narrow linear tread design that specializes in channeling water away from the tires patch of contact with the road. Features that are virtually exclusive to these highway tires, such as long tread life and refined car-like handling, slowly fade as you graduate to the more off-road enabled tires. While these highway/ all-season tires will give your Jeep a nice, smooth ride on the highway and around town, they are somewhat ill-equipped for trail duty. If your Jeep sees much more than an occasional level dirt road or gravel driveway, you should probably consider something a bit more unrefined.

If your Jeep qualifies as one that is more-than-likely to be taken off the beaten path, your tire shopping experience should begin with the abundance of offerings that tire manufacturers have developed for the light truck market segment. Jeeps of present day generally come from the factory with a more aggressive breed of tire; one that is commonly referred to as an ‘All-terrain’ in that it has a much less-linear tread pattern; opting for a deeper grooved channel design intended to garner traction on surfaces other than asphalt. If the tires that came on your Jeep were all that you hoped they could be then consider that to be a safe starting point and expand your search from there.

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All-terrain tires often incorporate a tread design that extends over onto the face of the sidewall, commonly known as ‘side bite’, to give the tire lateral traction on unstable terrain. All-terrains do a commendable job on a wide variety of surfaces and only find their limits when exposed to the muddy slick stuff, where they are swiftly turned into drag slicks that spin wildly with reckless abandon. While the All-Terrain tire represent a really good compromise between street-friendly road manners and off-road prowess, it’s important to note that their capability relies strongly on the level of air pressure in the tire. In off-road conditions, reducing a tires air pressure is a true no brainer. You just push in on the valve stem, right?

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It’s safe to say that an off-road tire should never be inflated to manufacturer’s specifications EXCEPT when it is being driven on the road. The benefits of airing-down a rig’s tires when off-roading is almost beyond compare. An obstacle that seems insurmountable quickly becomes easy work when proper air pressure is applied. The tire gains massive amounts of traction and is less prone to punctures, even when the tire is only reduced to 20 psi. Many hardcore off-road guys will regularly drop air pressures well into the single digits, while paying due attention to maintaining the integrity of the tires bead and its seal to the rim. Failure to do so will have you wrestling yourself into a sweaty tizzy with a grimy black rubber monster determined to ruin your day.

5While the prospect of reducing air pressure is attractive and brutally simple, the subsequent need to re-inflate the tires to their proper pressures before returning to the roadway is one that proves troublesome to many. While highly-efficient onboard air systems are expensive, they are not a mandatory implement in order to restore adequate driving pressures on the trail. Small 12 volt air compressors can be had online for well under $100 and offer ample output to get your tires back to a safe operating level until a full-fledged compressor can be located. Sure, it may take you a half-hour to get re-inflated, but that’s time you easily gained while on the trail by not getting stuck on every rock and ledge. Time you can use to ascend to the highest available position, with arm extended upward, in an attempt to gain cellphone coverage. It’s really fun and you should try it.

The final part to this tire option puzzle is the loud & proud mud-terrain. Much like its all-terrain counterparts, the mud terrain foregoes civil street tendencies in favor of a broad, open tread style meant to grip and grapple over the harshest of landscapes. Tire technology has advanced so drastically over the past 10+ years that modern mud terrains are all but equal to most all terrains in terms of on-road sensibilities. They do create a greater amount of noise when on pavement, are more prone to troublesome wear patterns due to faulty suspension components but are otherwise worthy candidates for a semi-dedicated trail rig.

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While their overly-aggressive tread characteristics make them a resoundingly bad choice for a daily- driven Jeep, mud terrains are still often the tire of choice for avid Jeep enthusiasts. I think that might be largely due to the fact that they just look cool! If Jeepers were extremely concerned with how many miles their tires get in a lifespan, or how many miles to the gallon they average around town, they just wouldn’t drive a Jeep to begin with. Driving a Jeep is all about the journey so I can easily justify having a tire that sings loudly as the miles go rolling by. I much prefer the “whirring” sound of a mud terrain spinning on the asphalt to the sound of a street tire spinning hopelessly in the mud. When it comes to tires, it’s always good to be a little biased. OlllllllO

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LOCKERS…Understanding the Ins & Outs of Maintaining Traction through Modern Mechanical Wizardry

1I wonder how many countless middle schoolers have been subjected to the inhumane pre-teen ritual of being stuffed into a cramped school locker? While I have never personally experienced it myself, I’m sure that the mere mention of the word “locker” to anyone who has been, is enough to cause one to instantly forget their locker combination and quite possibly to lose partial control of their bodily functions. How on earth are you supposed to remember if you go counter-clockwise past ‘32’ twice before stopping on ‘17’ when you’re in constant and profound fear of becoming the defenseless victim of a wedgie; or, worse yet, having your lockers interior exposed to those who don’t share your same fondness for fuzzy animated movie characters or cheesy boy bands?

Fortunately, the word ‘lockers’ has an entirely different and less-emotional connotation to the off-road Jeep enthusiast. “Lockers” is short slang for a locking differential- the means by which the men are separated from the boys when the tires hit the trail.

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Most vehicles, including many Jeeps, leave the factory with an “open” style differential. What this means is that the rotation of the driveshaft is transferred through a set of gears and distributed to two separate axle shafts, each turning its own driven wheel. Since the two axle shafts are not actually connected together through any rigid means, they are able to rotate at different speeds independent of each other. While this concept is splendid for driving on the open road and around town, it loses its luster in off-road situations where one wheel may lose traction and will begin to spin wildly. The other wheel, despite having sufficient traction, might just sit there and do nothing while all of the engines torque is applied to the wheel with no traction. It’s very much like watching an innocent and unknowing bird fly headlong into a glass window again and again. After several minutes, there has been lots of motion, vast amounts of spent energy but no real progress. This is a condition that off-road enthusiasts commonly refer to as “stuck”.

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“Lockers”, or locking differentials, essentially drive both wheels with constant and equal torque, regardless of traction, making it much more difficult to achieve the status of stuck, as is common in an open differential-equipped rig. While the perceived invincibility found in driving off road with lockers is quite attractive, it can also be accompanied by a whole new set of drawbacks. Applying unrelenting torque to a tire that is hopelessly wedged up in a rock pile will eventually find a way to turn itself loose despite the tires resistance. This newfound and forced freedom is brought on by the sudden failure of whatever component lacked the most in the integrity department. If you’re lucky, it’s just a u-joint. More than likely , such a calamity will befall a more expensive component. And one that is significantly harder to repair on trail side, like an axle shaft or, heavens forbid, a costly CV driveshaft. Even at such high cost, Lockers ARE the way to go if you like to wheel off-road.

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Those who are blessed with the ability to be free-thinkers may instinctively suggest that we just build ALL Jeeps, or cars for that matter, with locking differentials and send those open differentials down the road, the way of the Dodo bird and full-service gas stations. After all, nobody really wants to get stuck, do they? Certainly not any number of my personal friends who I can recall having gotten their Jeeps stuck in their own back yard while doing something as simple as hauling furniture or flexing their macho manly side by attempting to persuade a shrub from its earthen nest by brute force. Nothing is quite as masculine as winching your Jeep out of a muddy pit that used to be your yard while using a kid’s swing set as an anchor point.

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The bottom line is that all of the traction benefits offered by a locked differential are overshadowed by their negative on-road manners. Since very few roadways are completely 100% straight, the need to turn the steering wheel occasionally is very real and turns the prospect of locked differentials into a nightmarish ordeal; similar to the horrors of getting stuck in your own yard. Since the opposing wheels are essentially “locked” together inside the differential, going around a corner becomes a nerve-grinding experience.

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When you steer a vehicle through a corner, the wheel positioned on the inside of the turn has a shorter distance to travel while the outside wheel has a longer distance to negotiate. This conflict in rotational energy between the inside and outside wheel manifests itself in a vehicle that simply isn’t happy turning at speed anymore; never mind the larger diameter tires and pavement-hating tread. In fact, a lot of this excess energy in the turns will be absorbed into your driveline and by your tires tread, resulting in reduced fuel economy, accelerated tire wear and a downright poor overall attitude. Three things that Jeeps can’t afford to compromise on unless there are substantial benefits to be gained. Benefits like x-ray vision or George Clooney-like good looks would be good contenders.

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Any time the left is so far removed from the right, it’s good to know that an accord can be struck and a happy middle ground established. Ground where we can enjoy the off-road benefits of locking differentials combined with the street-friendly mannerisms of an open differential. Such an accord can be found in a selectable locker, a differential whose locking abilities can be turned off or on with the simple flick of a switch, the pull of a lever or by reciting a short mystical chant. Such systems would include an ARB Air Locker, Eaton E-Locker or a cable-actuated OX Locker.

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While the selectable locker is a bit more expensive that most other options, it’s hard to identify any negatives to support an argument that they are anything but worth the price you’ll pay. Jeep has utilized a selectable locker system in their Rubicon models since the early 2000’s and it has quickly become a consumer favorite for its expanded level of capability. So much so that you’ll find Rubicon stickers plastered across the hoods of Cherokees, YJ Wranglers, and even an occasional Grand Cherokee. While obviously the decal doesn’t make any Jeep a Rubicon, what does make the Rubicon stand out can be largely attributed to its locking differentials, front and rear. Just try to comprise a similar locking differential system in a base model Wrangler and you will concede that the Rubicon package is a smart way to go. Trust me… a lot can be said for being able to drive out of your own back yard and it’s hard to put a price on shame. OlllllllO2106b4ca367891a36776fcdb10f2edd9