Jeep had been teasing the new Wrangler JL for months before we were finally able to see one for ourselves on the showroom floor. When the all-new JL was finally available and most people were happy simply to take one for a test drive, Fab Fours—the company known for creating incredibly innovative bumper systems for a variety of vehicles—had already put down cold, hard cash for not one, but two brand-new JLs.
One of the new Wrangler Unlimiteds was used for internal R&D for new bumper systems, while the second was driven to MarsFab OffRoad in Harrisburg, NC, for some pretty serious suspension upgrades. Fab Fours is known for building some eye-catching showpieces (for examples, check out our coverage of the Kymera or The Legend), and now the company wanted a show-stopping JL to take to (and abuse at) the Easter Jeep Safari. So, before the 2018 Wrangler even had a thousand miles on it, MarsFab was ripping it apart to create a big-time rockcrawler with a custom-fabricated suspension system.
Since there weren’t any aftermarket lift kits for the JL yet, the plan was to fabricate a custom suspension system from scratch capable of handling a set of 43-inch tires with ease. Meanwhile, the crew at Fab Fours used the second JL as an R&D mule to develop an updated Grumper, Vicowl and fenders that all work with the new Jeep.
Upgrading The JL
Jeep Wranglers are likely the most modified vehicle in the history of transportation, but the JL’s complexity makes things difficult. “The new JL is a nice Jeep,” said Chris Marshall, owner of MarsFab. “It’s definitely one of the nicest Wranglers yet. But there’s a lot of technology and complexity packed into it now, and that makes it a bigger challenge when trying to modify it to your tastes.”
There’s no doubt that the new JL should still be a capable off-roader, but many of the changes were made to help improve fuel economy. For example, the new JL comes with a center axle disconnect to help reduce rolling resistance. The problem with the decoupler is that it uses a sliding sleeve to lock the front axle to the diff, which introduces a potential failure point when doing serious off-roading. What’s more, the shift mechanism is electronically controlled. Removing it causes the onboard computer to throw a trouble code, potentially sending the engine into limp mode.
Marshall had no intention of keeping the stock axles, and had planned with Fab Fours to install upgraded ones at both ends. In fact, Fab Fours reused 5.38:1 axles from a previous MarsFab build; MarsFab had already gone through and installed new 5.38:1 gears and Detroit Lockers. Up front is a Currie Enterprises high-pinion 9-inch, while the rear is a Currie low-pinion 9 inch. The front was outfitted with a set of Dodge Ram dual piston calipers. The rear, meanwhile, retains the factory JL rotors and calipers; they will work with the Currie housings and chromoly axles.
Marshall and Zuber discovered that simply deleting the electronically controlled center axle disconnect shifter wasn’t possible because leaving it unplugged would throw a trouble code to the ECU. And there aren’t yet programmers on the market for the brand-new JL. So they came up with an ingenious solution. MarsFab pulled the stock front axle and the shifter fork off the selector unit, then built a bracket to hide the selector unit safely out of the way under the hood. The selector unit is still plugged in—even though it doesn’t do anything—so the computer is happy and there’s no temptation for the ECU to throw the Jeep into the dreaded limp mode. Marshall stresses that this is just a band-aid, and as soon as programmers become available he’ll bring the JL back into the shop and delete the axle disconnect system completely.
Connecting the axles to the frame is a completely custom suspension MarsFab fabricated to get tons of articulation with the 43-inch tall tires without cutting any more of the body than necessary. By carefully locating the link locations and moving the front axle forward two inches, Marshall and Zuber were able to get the big tires to fit and move throughout the 12 inches of shock travel with only three inches of lift. That helps keep the center of gravity lower so that the Jeep doesn’t get too tipsy on the rocks.
The new links are all made from steel tubing in a variety of diameters and wall thicknesses. For maximum strength, the lower links are made of 2.25-inch diameter tubing with a 3/8-inch wall. The single upper link on the front is 1.75 diameter with a 3/16 wall, while the two uppers in the rear are 1.50 inches in diameter and with a 1/4-inch wall. The heims are weld-in chromoly Enduro Joints from Barnes 4WD.
Getting those big, beefy links, front and rear track bars, and the steering linkages to all fit together was a bit of a puzzle, especially while trying to maximize wheel travel. As you can see from the photos, things got pretty tight at full compression, but careful placement of all the suspension points allowed it all to work.
Damping is provided by a set of four King air shocks that MarsFab sourced through Poly Performance. These shocks are 2.5-inches in diameter with 12 inches of travel at all four corners. Nitrogen charging the shocks replaces the need for springs to simplify the suspension setup, and right height can be adjusted by adding or bleeding off some nitrogen. The bump stops, by the way, are also from King with two inches of travel. The King bump stops are pretty trick; they even come with the steel sleeves that MarsFab used to mount the bump stops to the frame.
MarsFab normally builds hardcore buggies and rock bouncers from scratch, so fabricating a custom suspension from a pile of tubing is the norm for them. Still, the JL threw out a few hurdles. “After tearing into it, I really do like the new Jeep, but there are two sides to it,” Marshall said. “It’s definitely more solidly built than previous Jeeps, and it has a lot of modern conveniences that people are used to seeing in cars and trucks. The downside of that is there are electronic systems controlling everything.”
Marshall was specifically referencing the steering system. For the new JL, Jeep’s engineers switched from a traditional, belt-driven power steering pump to an electric pump. The idea is to reduce demand on the engine to save a little gas for the mall-crawling crowd. In addition, the steering unit also uses a lightweight cast aluminum case. This all might be fine, but it understandably caused a little worry for the folks at both Fab Fours and MarsFab, who worried about the stress the larger tires and a little rock crawling would put on these components.
To fix that, MarsFab turned to PSC Motorsports for their heavy duty Big Bore XD steering box. This box is designed for the previous-generation JK Wrangler, but the only real difference is the bolt locations for mounting the box to the framerails. MarsFab fixed this with a new laser-cut bracket. To help move the beefy rubber, MarsFab also added a PSC 2-inch diameter, 6.5-inch travel steering cylinder, actuated by hydraulic hoses tapped into the steering box. There was no traditional power steering pump replacement for the JL yet, so the electric pump was retained.
Marshall says he did hear rumors that if the power steering fluid or pump got too hot, the sensors would pick it up and kick the Jeep into Limp Home Mode. To keep that from happening, a Derale power steering cooler with its own integral electric fan was plumbed up and installed on a custom bracket that placed it in front of the radiator.
Interestingly, the Jeep’s steering never overheated, but it appears the electric power steering pump may have had a little trouble keeping up with increased demand for power. “The steering was a bit limited trying to turn left,” explains Fab Fours’ Kermit Baker. “This may have caused us the most trouble on the trails. It was more of a nuisance than a crippling issue, but hopefully, we can figure out a way to make that better, too.” Likely, Kermit adds, the solution will be a new power steering pump from PSC as soon as they finish science-ing out the details.
When Fab Fours debuted the JL at the Easter Jeep Safari, Baker says the MarsFab suspension performed very well. “We took several vehicles out there, and the MarsFab Jeep turned out to be our go-to vehicle,” he says. “It worked almost flawlessly the entire time in Moab. We hit quite a few trails throughout the week and thought we did a good job testing the limits of the new JL on some of the harder obstacles in Moab.
“I was pleased with the approach angle and clearance that our new second-generation Grumper and Fender system provided,” continued Baker. “All around, MarsFab did a terrific job with the JL’s setup. We were able to drive it 55-60 miles per hour down the highway with ease, and then drive it through whatever Moab had in store for us on the trail.”
“One small issue we did notice with the Jeep is it didn’t seem to like steep inclines,” commented Baker. “A couple of times, we noticed a considerable amount of white smoke pouring out of the exhaust after hill climbs. We aren’t sure of the cause as of yet. Maybe it’s oil going through the PCV valve? We aren’t sure yet, and wondering if other off-roaders will have the same issue with their new JL Wranglers.”
In the future, we’re sure plenty of aftermarket companies will come forward with lift kits and other upgrades for the new Wrangler JL. But the bar has already been set pretty high thanks to Fab Fours’ and MarsFab’s collaboration on this Wrangler Unlimited right out of the gate!