The steering consists of modified 3/4-ton Chevy components and is a pseudo high-steer configuration. The ball joints' studs are larger on the Chevy components, and the Dana 30 tie-rod mounts were drilled and bored from the top, giving an extra 1-1/2 inches of clearance on the steering linkage. The factory TJ steering column and steering box were retained; however, the box was moved up about 4 inches.
The heart of the suspension is the Sway-A-Way 12-inch coilovers mounted in each corner. The custom-built, triangulated four-link long-arm in the rear and long-arm (radius arms) in the front were also built by R.G. and Jared. Currie Antirock sway bars front and rear keep the rig stable during high-speed cornering. The Goat rolls around on 36-inch Interco Irok tires and 15x8 steel rims. The wheels are homemade, 24-bolt, weld-on beadlocks.
The powertrain consists of the factory TJ 4.0L I-6 engine, manual transmission, and NP231 transfer case with SYE; however, a Klune-V 4.0 transfer case has been inserted between the tranny and the 231 for added Low-gear reduction. The custom front and rear driveshafts were built with double-Cardan joints. The rear driveshaft is still the stock length because the overall wheelbase is 7 inches longer than factory length and the SYE. With the Klune-V in front of the 231, it made it easy to lengthen the wheelbase in the rear by the 7 inches.
A very cool styling and functional finishing touch made to the Jeep was the addition of the suicide doors and the removable fenders, which keep this Jeep street-legal (at least in Montana).
AFW Motorsports was instrumental in this build. Jared took R.G.'s vision and made it all work - and work very well, we might add. Watching this little Jeep roll over everything in its path was an amazing sight. Our jealousy compels us to think that all our project vehicles should be built just like the Goat.