Ignoring the fact that only one still-in-production Jeep has a straight axle when it rolls off the Toledo assembly line, when you think Jeep, you automatically think straight axle front suspension. Leaf springs gave way to a multi-link and coil suspension, but there was still a single continuous chunk of steel between the wheels and tires. But does it really have to be that way? Ryan and Eric Filar, known as the “Filarski Brothers”, didn’t think so when they cracked into an unlikely project on Ryan’s 1998 Jeep XJ Cherokee.

To effectively prelude the story of the build, the twin brothers’ history needs to be explained. The Filarski Brothers, as they are known, got their start one fateful night while in a 4×4 truck at Pismo Beach, California. From that moment on, dirt and offroading was in their blood. Their family was always out camping, Jeeping and exploring the southern California desert in VW Baja Bugs. Each of them picked a CJ-7 as a first vehicle when they turned sixteen. They flopped back and forth between Jeeps and Baja Bugs for a time, but when they decided they wanted to do some official desert racing, the Jeep was the golden ticket.

In 2006, they discovered Jeepspeed and instantly were hooked. Over the next five years, Ryan and Eric would go on to win their class in several Baja races, including the Baja 500 and Baja 1000. Time wore on and life got busy. They pulled away from Jeepspeed, though the two would always find time to off-road, Jeep, camp and explore.

Ryan was ready to build a prerunner and four wheel drive plaything once again and an XJ Cherokee was a natural choice. Having spent so many years building, tuning and racing a Jeepspeed XJ, it was kind of a no brainer and the perfect size for him, his wife, and two kids.

Initially, the idea was to build the rig so that it would still be Jeepspeed 1700 Class legal in case they decided to jump back into the series again. The family rig needed to be able to handle desert trips and Baja excursions, as well as endure the long road to Colorado and do four-wheeling there. A basic lifted XJ rolled into the garage on 33-inch tires to get a roll cage. This is where things went a bit haywire.

One night, while bench racing over some cold “pops”, the brothers got to talking about how to squeeze more travel out of the front suspension. It was getting a clean 10 inches of straight up and down travel, which is respectable for a desert-going XJ, but they dreamt of more.

With all the years of fabrication, race Jeep building and prep, as well as generally being automotive nuts, Ryan and Eric had collected quite the set of tools, including a plasma table. Over those tasty beverages, the term twin traction beam (TTB) slipped out. Considering the knowledge and tools they possessed, parts started flying. “The TTB suspension is desert proven and sounded like a challenge,” said Ryan. “And challenges are what we like to do.” The TTBXJ was in its early stages of life, measurements were taken and CAD lines were drawn. Twin traction beam parts from a 1991 Ford Bronco were collected. Soon, the Ford suspension was being hung onto custom built brackets that had been welded to the XJ unibody chassis. The Filarskis were no stranger to reinforcing and welding to a sheetmetal “frame” and the new parts addition went smoothly.

The front TTB differential was loaded with 5.38:1 ratio Motive Gear ring and pinion bolted to an ARB Air Locker. Custom cut TEN Factory axle shafts send the revolutions out to the Warn hubs. The traction beam housings hang from a custom built crossmember that spans the width of the pseudo frame rails. In addition to keeping the suspension and chassis attached and strengthening up the whole front end of the Jeep, the main crossmember is also an attachment point for the Howe hydraulic assist ram for the custom built swing set steering. A custom made pitman is bolted to a Howe power steering box that has been moved forward to make for better clearance.

The biggest advantage to beams is that reliable extended travel can be easily obtained. Nothing about adding TTBs is easy, though. “Hats off to anyone who tries it next!” remarked Ryan. The travel on the TTBXJ is maintained by a host of King Shocks. Spring duty is handled by a pair of 12-inch King 2.0 coilovers on King springs. Rebound and compression are controlled by 12-inch King Triple Bypass race shocks and the extreme bumps are met with hydraulic bumpstops in steel cans that are welded directly to the chassis. All in all, the Jeep has 16 inches of reliable and predictable wheel travel. Ryan estimates the Jeep has about 6 inches of lift over stock.

Out back, Deaver race leaf springs keep the Currie Enterprises 9-inch fabricated housing from becoming one with the sheetmetal. The rear differential is loaded with an ARB air locker and Motive Gear 5.38:1 ring and pinion. Under the hood, a custom engine cage serves many purposes. Acting as shock towers, the engine cage provides lateral strength between the two sides of the vehicle as well as creating a safety cradle to protect the front of the vehicle and the 4.0 liter motor in the event of a collision. Bolted behind the stock straight-six engine is an equally stock AW4 automatic transmission. An original equipment NP231 transfer case handles the power splitting down through a stock front shaft and an Inland Empire Driveline rear shaft that rocks a big 1350 U-joint.

Crawling out from under the Jeep, a set of Hannemann Fiberglass “Flat Top” front fenders provide ample clearance for the 37-inch Yokohama Geolander A/TS tires wrapped on Raceline wheels. The back end of the Jeep provides more of a hurdle for the average XJ owner looking for more travel. Ryan chose to use two door Cherokee rear fiberglass panels from Hannemman, modifying them so the rear doors to his family cruiser were still operational. A convenient cut was placed in just the right spot and all handles retained make for a slick look. J.W. Speaker headlights light up the dirt in front of the rig as it goes mobbing through the desert.

On the inside of the Jeep, a full custom cage ties everything together. The aforementioned front engine cage attaches directly to the A pillars, the C pillars support the shock hoop in the rear cargo area for the 2.5 inch race shocks to effectively control the rear suspension. With the Jeep being a unibody, extra care was spent on ensuring the longevity of the rig. A plate was welded in between the A pillars and the cage, all foot mount points of the cage were tied directly to the main “rails” of the chassis. PRP Seats and 5-point race belts keep all butts firmly planted where they should be.

The Filar brothers are extremely happy with how the TTBXJ has come along. Like any other Jeep or offroader, it still isn’t really done. They will make tweaks, dial it in more, and ultimately make other changes as time goes on.

Ryan’s favorite parts of the Jeep, aside from the pride in besting the self-imposed challenge, are the amenities of a modern Jeep. Power windows and door locks, air conditioning, and a healthy heater all make for happier occupants. Ryan is extremely thankful to his brother for spending countless hours helping in the build as well as taking the heat from his wife while Ryan’s Jeep sat in their garage for the nearly three years it took to get to where it is.

Solid components, innovation, and ingenuity were all piled together into one smoking hot red Jeep to create the TTBXJ. Ryan says he’s always wanted a CJ-8; maybe that will be the next desert hot rod in his off-roading legacy.