The bottom of the 9-inch was...
The bottom of the 9-inch was cut and plated for extra ground clearance. Moving the front axle forward 1-1/2 inches made clearances tight between the steering components and the front track bar (witness the shaved track-bar fixing bolt). Currie Enterprises is working on a front suspension kit (named the 38 Special) that will move the front axle forward 1-1/2 inches and maintain generous clearances between the suspension and steering components. It is designed to allow use of 38-inch tires because it increases tire-to-firewall clearance.
The stock axles and suspension were next to get the axe. The TJ's stock suspension design is already good, so there was no need to throw the proverbial baby out with the bathwater. The front Dana 30 was replaced by a Currie High-Pinion 9-inch that uses 1/2-ton TJ knuckles and Currie Currectlync steering components. The Dana 35 rearend was ditched in favor of a RockJock Dana 60 with its trademark aluminum centersection. In front, a Currie three-link articulates more freely than the stock four-link and positions the front axle 1-1/2 inches farther forward. This improves approach angle and high-speed stability. At the rear, a Currie J-arm suspension was configured to scoot the RockJock 4 inches rearward from the stock position. The stock coils were replaced with 2-inch lift springs that work in concert with Rancho's adjustable RS9000 dampers. Combined, the new suspension offers a smoother ride, better articulation, and 5-1/2 inches of additional wheelbase.
Finally, the TJ was ready for a set of 37-inch Goodyear MT/Rs wrapped around 15-inch Walker Evans bead-lock wheels. Fifteen-inch wheels and 37-inch rubber make for a lot of "big, fluffy" sidewall, and that's just how Mr. Currie likes it. Eventually, Frank's supply of these tires will dry up (Goodyear no longer makes this tire size), and the Highline TJ will then sport 37s on 17-inch wheels.
The RockJock Dana 60 rearend...
The RockJock Dana 60 rearend offers the strength of a 9.75-inch ring gear and the ground clearance of a high-pinion gearset. The aluminum centersection keeps weight to a minimum. The front axle is fitted with a Detroit Locker, while the rear uses an ARB Air Locker. Combining 37-inch tires with 4.86 axle gears keeps highway rpm low.
On paper, the Highline TJ has everything needed to be the ultimate exploration and trail-riding Jeep. Paper doesn't cut it (pun stumbled across unintentionally), so a day on the trail was in order. Yours truly was able to ride along with Frank's son Ray as he put the Highline TJ through its intended paces, which means we drove through a little bit of everything. We met at the Currie Enterprises shop in Anaheim, California, and made our way up to the curvy mountain roads and the rocky trails of Big Bear. John Currie and David Castillo went along in the four-door Currie Cruiser (see May '08) just in case something happened and because a day on the trail always beats a day in the shop.
On the freeway, there was no lack of acceleration, and the ride was smooth and predictable, even over the jarring expansion cracks of the SoCal freeway system. On the mountain roads, a pair of Currie Antirock sway bars kept body roll in check for predictable handling. On the trail, the 37s made the rocks seem small and manageable instead of sizeable and intimidating. The low center of gravity made for a secure-feeling ride whether on high-speed asphalt or low-range dusty granite.
Frank Currie set out to build the ultimate Jeep for trail riding and exploring. Did he do it? Yes. After only a day in the saddle, we can say that the best line to take with a TJ is the Highline.
 Currie J-arm suspension links...  Currie J-arm suspension links leave the stock link brackets in place on the frame but increase the control arms' length several inches. This improves suspension geometry and ride quality. |  Currie Antirock sway bars...  Currie Antirock sway bars are left connected, road or trail, and make for a stable vehicle that still boasts trail-taming articulation. The TJ version of the Antirock bolts right up, but universal Antirock kits are available for custom applications. |  Doing a bit of "hammer contouring"...  Doing a bit of "hammer contouring" to the floorboards and clocking the transfer case nearly flat allowed the tranny and transfer case to be tucked up high. This in turn made for loads of ground clearance and a nearly flat bellypan. The front edge of the Currie High Mount TJ transfer-case skidplate has a tapered lip to help the Jeep glide over high-profile obstacles. |