The Down East Offroad high-steer system significantly raises the tie rod over its factory location. The top image shows the tie rod's new location well above the axle's differential. The bottom image shows the tie rod in its factory location.
It's not hard to tell that the factory steering systems on many Jeeps aren't as trail-friendly as a person might think. If you have had to repair, replace, or rebend your tie rod out on the trail, then you know what I'm talking about. Down East Offroad offers a quality high-steer conversion kit for any axle with TJ-style Dana 30 outers. This setup will also fit the Rubicon's Dana 44 and any Dana 30 from '87 on up.
We were quite impressed with the quality of Down East's kit. The system included a 1-ton tie rod and ends, two new steering knuckles, hub eccentric bearing rings, caliper brackets, track-bar brackets, sway-bar brackets, and a drag link constructed with 1.5x0.250-inch-wall tubing. The caliper brackets use '90 Chevy S-10 calipers from a 4x4 (these can be picked up relatively cheap at any auto parts store). The kit is completely bolt-on, excluding a little cutting and welding for the sway-bar brackets.
The system comes complete, excluding the brake calipers which can be had cheaply at any auto parts store.
The following is a beginner's definition of a steering system; it's not as complicated as it may seem. In a very basic explanation, the steering wheel is attached to the steering shaft, and the shaft is connected to the steering box. When you turn the steering wheel, the shaft turns a worm gear inside the steering box, which turns the pitman arm at the bottom of the steering box. This movement pushes your drag link left or right, which moves the tie rod left or right. The tie rod is attached to the knuckles at the end of your axles; when the tie rod moves the knuckles left or right, the wheels move left or right, hence you turn. It's a pretty basic concept, although there is quite a bit of steering geometry involved that we won't get into now.
The high-steer Down East Offroad system effectively raises the tie rod and drag link almost 6 inches higher than their factory locations. With most factory steering systems, the first point of impact is the tie rod, which is placed about 4 to 6 inches in front of the front axle. The new high-steer system gives the vehicle greater ground clearance, helping overcome trail obstacles that could possibly damage the tie rod. Since this heavy-duty tie rod is stouter than the OEM, its survivability factor under harsh conditions is much greater, leaving you with less of a chance at being stranded on the trail or needing to make an emergency repair.
The installation of the system is relatively simple, but it does include some cutting and welding. This is the high-quality, heavy-duty steering knuckle in place. | 
With the factory components removed and the new knuckles in place, Down East Offroad's 1-ton tie rod and heavy-duty drag link can be bolted in place. | 
Clearance tolerances between components must be exact, so set-up has to be perfect. In order to properly install the sway-bar brackets after connecting the tie rod and drag links, cycle the steering left and right. This should be completed with and without the vehicle on the ground. |
Mel Wade at Off Road Evolution strengthened the lower spring mounts by boxing them. This not only strengthened the mounts themselves but made more secure locations to attach the sway-bar brackets. Relocation of the sway bar or use of a different sway bar will be required for our Grand Cherokee. We will discuss this modification in an upcoming issue of 4WD&SU. | | |