Three common mistakes people make after buying a Jeep Wrangler / Gladiator 1: Switching to tires that aren’t necessarily too big for use on paved or graded roads but that are too big (causing the tires to rub on the frame or steering or other components of the vehicle) when greater articulation of the suspension occurs on primitive or badly eroded dirt roads. 2: Solving problem number 1 but creating one or more other problems. Sometimes (usually?), if a tire “hits” or scrapes on the frame of the Jeep or steering or other components of the vehicle, the problem can be solved by “lifting” the vehicle. There are two basic types of lifts - suspension lifts and body lifts. In most cases, additional tire clearance can be gained using either type of lift. Each has advantages and disadvantages. The more common type of lift seems to be the suspension lift - so called because, after the lift is installed, there is more distance between the axles and the frame of the vehicle. This results in greater angles of approach, breakover and departure and, within certain limits, this type of lift has advantages for being able to climb over larger rocks or avoid high-centering when crossing gullies or washouts. Depending on how MUCH of a suspension lift is installed, it can create one or more of several problems: a) The greater the suspension lift (and unless steps are taken to compensate) the greater the angles at which the U-joints are operating. Because of that, the greater the suspension lift, the greater the probability of premature wear of those components. Even more lift can cause catastrophic failure. b) The greater the suspension lift, the greater the distances from the transfer case (T-case) to the differentials. Some drive shafts are designed to be able to extend to compensate for SOME of that greater distance BUT some of those same drive shafts come apart if a suspension lift is installed and then the suspension approaches maximum articulation in the backcountry. Best solution: If you want to put a suspension lift on your Jeep, make sure the person making the decision (of how much to lift the vehicle) is able to make the necessary calculations to minimize such problems or compensate for them. c) Some states have legal limits on the distance from the ground to the bumpers. Some states might issue warnings but, if you are cited, at a later date, driving that same vehicle while exceeding the legal limit, that can get costly. In some states the legal definition of a road is a route that has been traversed repeatedly by a full-size vehicle so don’t make the mistake of thinking that, when you are driving off of paved roads, your vehicle isn’t subject to those limits. And, as you may have guessed by now, some states don’t allow driving off of existing public roads at all except in designated areas (if there are any). Several of these problems can be solved by using a body lift instead of a suspension lift to clear larger-than-stock tires. In this case, the tires themselves increase the angles of approach, breakover and departure but the lift itself does not contribute to that capability as a suspension lift would do. Installing a body lift (instead of a suspension lift), eliminates worry about drive shaft angles and drive shaft lengths AND a body lift is more likely to keep the height of your bumpers within the legal limits. 3: Some states also have laws requiring that the tire tread not be visible as viewed from the top and from the back of the vehicle. The primary reason for such laws seems to be to minimize the danger that a rock in the tire tread will come out at speed and hit someone else’s windshield. In most states, these types of laws are probably not enforced off pavement but responsible Jeep owners, of course, wouldn’t want such a rock to hit any part of someone else’s vehicle. I don’t recommend that Jeep owners install easily removable fender extensions (although the Ford Bronco does offer them) but it is relatively easy to install easily removable mud flaps so they can be removed for driving off pavement and reinstalled before driving on pavement.
I just realized I failed to include an important phrase in the first sentence under mistake #3. It should have read, "Some states also have laws requiring that the top half of the tire tread not be visible as viewed from the top and from the back of the vehicle."
@@GodspeedZRZ I was born in Iowa. My wife was born in Michigan. We met and were married when she was attending college in Iowa. Our children were born in Iowa. In 1982 my wife’s work took us to Utah (nobody in our family was ever LdS - Mormon). We bought our first 4WD vehicle in 1987 and a Wrangler in 1999. It was probably in the late 90s or early 2000s that I helped encourage the Utah legislature to revise the lift laws of that state. Most of the 4WD owners who encouraged the passage of the revisions were primarily interested in making sure the law wouldn’t be interpreted as prohibiting reasonable vehicle lifts. My primary concern was that, before the revisions were adopted, the law contained ambiguities. I was working from the premise that ambiguous laws are bad laws. The revisions were adopted. Even before that, however, I realized that legislators in general and members of Congress in particular were under pressure to close almost all unpaved roads in the United States - especially those on “public land”. According to an Internet site by All Seasons Adventures, “Specifically in Utah, 64.9% of land, or 34,202,920 million acres, is federally managed by a variety of organizations. The Bureau of Land Management (BLM, a division of the Department of the Interior) is the largest land administrator in the state, managing over 22.8 million acres. The United States Forest Service (a division of the Department of Agriculture oversees nearly 8.2 million acres with 7 National Forests. Utah might best be known for the Mighty Five National Parks, which span 2 million acres and are operated by the National Park Service (NPS). The Fish and Wildlife Service and the Department of Defense also operate in the state. It is important to understand that each federal organization serves a different purpose and manages wilderness, natural resources, and recreation differently.” By the definition I mentioned in my previous post on this thread, there are many roads on public land (especially in the Mountain West and the Desert Southwest) that have been used by ranchers for a century or more and dozens (maybe hundreds) of roads were created during the uranium boom. In Utah alone, more than 20,000,000 pounds of uranium ore was extracted between 1955 and ‘87 valued at over $369,000,000. It took a bit of research to understand the political forces at work on the issue of closing public roads on public land - some people and organizations trying to persuade Congress and the state legislature to close as many roads as possible while some other people and organizations, while not opposed to closing SOME redundant roads to the public, working primarily to keep many public roads on public land open to the public. When I was a boy in the 1940s, our family lived in Iowa. By today’s standards, our family would have been considered among the “working poor”. Dad, however, had a ‘36 Ford he had bought new. Because our parents almost never ate in restaurants, usually camped in tents or stayed with friends when we traveled and gasoline was relatively inexpensive in those days, they were able to take my sister and me on a tour of the western states. In the 1940s, “service stations” provided rather extensive state maps at no extra charge to their customers. We got one for each state through which we traveled. By 1950, I could read maps and I spent many hours examining each one in detail. There were U.S. Highways (no Interstate Highways, of course), State Highways, local paved roads, local dirt roads and “jeep trails”. I asked my parents to explain the difference between a road and a trail. They had no answer. One clue appeared in an account of a ‘49er who wrote in his journal, “The road we traveled today was composed of about equal parts of mud and boulders.” I was also interested in railroads, about which I learned, ever since the War Between the States, “standard gauge” rails in the U.S. measure (nominally) 8 feet 4-1/2 inches - the same distance as between the left and right wheels of Conestoga wagons - the same distance as between the left and right wheels of Roman Chariots - and the same distance as between the left and right wheels of at least some of the chariots of the Egyptians of antiquity. The answer to my question about the difference between a road and a trail fell into place as I was researching the distance between the left and right wheels (the “track”) of WWII jeeps and early post-war Jeeps: '41 to 45 Jeep MB: 48.25" '46 up CJ-2A, CJ-3A : 48.25". (GREATLAKES4X4 - Jeep Axle Specs) In the late twentieth century, as now, ATVs tracks are generally about the same as for the WWII jeeps and civilian Jeeps of the 1940s. So what were called jeep trails in the ‘40s would be more commonly called ATV trails now. Abraham Lincoln once won a court case because the jury agreed with him about a principle of language usage with which I also agree. I call it the principle of prior reference. Lincoln’s illustration was that, if you call a cow’s tail a leg, the cow still has four legs. I’m willing to concede that jeep trails (or ATV trails) - i.e. routes used by motor vehicles (or horse-drawn vehicles, for that matter) aren’t “roads” but a route is a road by long-standing definition even if it exists only by virtue of having been used and reused by full-size vehicles (anything with a track of 4 feet 8-1/2 inches or more). Well, maybe you are sufficiently bored by now so I’ll save my observations about the use of the term “off-road” to refer to recreational use of vehicles on public land until or unless you request that.
@@GodspeedZRZ Around the turn of the century, we didn’t have a computer but someone who had used a desktop computer for several years got a new one and gave us the old one. Even with the help of my wife (who is eight years younger), I STRUGGLED to learn how to use it. Everything about the computer seemed “backward” to me - counterintuitive. After two decades of help from my wife (and a little help from our children), I’ve learned to do word processing and send emails but I guess I’m “electronically challenged”. I still don’t understand how to use the remote to find television channels on the television in our living room. I learn some things by reading. Sometimes (rarely) I learn by watching someone else do something. (In the case of electronics, my eyes aren’t “quick” enough to follow the actions of someone’s fingers on a keyboard and mouse.) I mostly learn by doing things. Please pray I will be able to find (or/and pay) someone who understands my learning challenges to teach me how to do additional things with electronic equipment.
I always hear wheels and tires as the first mod but my first mod is gonna be bumper and a winch. I already spent a lot of money on the vehicle and with me to get the absolute minimum necessary to get out there the minimum recovery gear of at least having a winch, tow straps, soft shackles, snatch block probably the best way to go for a first Jeep mod, also coz I am not gonna upgrade the wheels and tires until I can also afford to regear it at the same time coz I'm not gonna be able to live with the lower power from running 37" tires without regearing. I ended up getting a 2022 Gladiator Rubicon coz I found out the Gobi color was my color and I ran out of time to custom order 2022s. Found one with the front camera and most everything else I want and pulled the trigger. No LED headlights or tow package but I'll add those later.. Tho definitely feeling those supply constraints right now waiting for the OEM LED headlights and tow harness to be in stock.
Oh man, that sounds like a mean machine. I 100% agree with the recovery gear. It’s such a necessity I forget about mentioning it some times. The restraints of the supply chain are definitely causing some trouble but I’m glad to hear you have you game plan laid out! Godspeed brother!
The thinner tire is a choice for some of us in the snow areas in winter. Super wides like yours wouldn’t be the best in winter. I’ve seen people with these wide tires on their Jeeps get stuck while the thinner setups just cut through. It could be the tire compound though too! 🤷♂️I like your 392, sounds great! 👍
You 100% right, if the snow\ mud isn’t too deep you don’t want to stay on top. On the other hand if it is deep enough you want to stay on top as long as you can. All depends on the environment. Thanks for watching and Godspeed brother!
Still bugs me to see passenger side with those backwards facing wheels. I’d order 1 spare tire and 2 forward facing wheels for that right side. Then would have 1 to put on spare tire on the back. You’d actually have 2 forward facing spare wheels in case they get dented or bent on drivers side. Directional wheels like on corvette that we talked about before. You have 4 left side wheels. 2 facing backwards on right side. This would fix the problem or big mistake. I was thinking you were going to mention this in your list of mistakes. Nice video, would like to see it lifted as well.
I’m definitely guilty of wanting to always buy stuff from an off-road site instead of eBay/Amazon. Seems like we can get better customer service but prices aren’t always the best. Keep it up my man!
You are so informative. I have a Sahara ...it came with 18 inch wheels...looking to put 20inch wheels and want 33x12.5 x 20 tires...however I dont want a lift on it...not sure about he offset of the wheels
Thanks so much, that will look great on the Sahara! You can just about go with whatever offset you like with that size tires and it will still clear perfectly! I would say a 20x10 -12 up to 124 would look awesome!
This is very much one man’s opinion. Most people wouldn’t put a -44 offset wheel with tires that don’t fit. Owning an overpriced jeep doesn’t make you an expert on anything.
It’s my passion, I have sold them for a living, built them for a living and now I video them for a living. Next step is to hopefully race and ride them for a living while videotaping it! I’ve worked for CDJR, 4WP off road, Dealer services international, even O’Rileys in high school. It’s just all I know!
Typically with that width you have to get 20s or bigger unless you want to run bias ply like a TSL tire. I also like the nitto and milestar Patagonia MTs in the 38x15.50 that’s honestly about all I have experience with I. This width aside from TSL boggers and super swampers. At for the offset at least 4.5 back spacing and as much offset as you like! -44 is a safe bet most of the time! Godspeed brother!
@@GodspeedZRZ I watched your latest videos and I'll stand by my first statement. Your -44 offset wheel choice is the reason your $95k 392 now has 3 fender flares.
Love your honest, unbiased tips and the always positive spin without judgement. Good job bro 😎
I just want to be transparent it’s the one thing I never really see on here. Godspeed brother!
Three common mistakes people make after buying a Jeep Wrangler / Gladiator
1: Switching to tires that aren’t necessarily too big for use on paved or graded roads but that are too big (causing the tires to rub on the frame or steering or other components of the vehicle) when greater articulation of the suspension occurs on primitive or badly eroded dirt roads.
2: Solving problem number 1 but creating one or more other problems. Sometimes (usually?), if a tire “hits” or scrapes on the frame of the Jeep or steering or other components of the vehicle, the problem can be solved by “lifting” the vehicle.
There are two basic types of lifts - suspension lifts and body lifts. In most cases, additional tire clearance can be gained using either type of lift. Each has advantages and disadvantages.
The more common type of lift seems to be the suspension lift - so called because, after the lift is installed, there is more distance between the axles and the frame of the vehicle. This results in greater angles of approach, breakover and departure and, within certain limits, this type of lift has advantages for being able to climb over larger rocks or avoid high-centering when crossing gullies or washouts. Depending on how MUCH of a suspension lift is installed, it can create one or more of several problems: a) The greater the suspension lift (and unless steps are taken to compensate) the greater the angles at which the U-joints are operating. Because of that, the greater the suspension lift, the greater the probability of premature wear of those components. Even more lift can cause catastrophic failure. b) The greater the suspension lift, the greater the distances from the transfer case (T-case) to the differentials. Some drive shafts are designed to be able to extend to compensate for SOME of that greater distance BUT some of those same drive shafts come apart if a suspension lift is installed and then the suspension approaches maximum articulation in the backcountry. Best solution: If you want to put a suspension lift on your Jeep, make sure the person making the decision (of how much to lift the vehicle) is able to make the necessary calculations to minimize such problems or compensate for them. c) Some states have legal limits on the distance from the ground to the bumpers. Some states might issue warnings but, if you are cited, at a later date, driving that same vehicle while exceeding the legal limit, that can get costly. In some states the legal definition of a road is a route that has been traversed repeatedly by a full-size vehicle so don’t make the mistake of thinking that, when you are driving off of paved roads, your vehicle isn’t subject to those limits. And, as you may have guessed by now, some states don’t allow driving off of existing public roads at all except in designated areas (if there are any).
Several of these problems can be solved by using a body lift instead of a suspension lift to clear larger-than-stock tires. In this case, the tires themselves increase the angles of approach, breakover and departure but the lift itself does not contribute to that capability as a suspension lift would do. Installing a body lift (instead of a suspension lift), eliminates worry about drive shaft angles and drive shaft lengths AND a body lift is more likely to keep the height of your bumpers within the legal limits.
3: Some states also have laws requiring that the tire tread not be visible as viewed from the top and from the back of the vehicle. The primary reason for such laws seems to be to minimize the danger that a rock in the tire tread will come out at speed and hit someone else’s windshield. In most states, these types of laws are probably not enforced off pavement but responsible Jeep owners, of course, wouldn’t want such a rock to hit any part of someone else’s vehicle. I don’t recommend that Jeep owners install easily removable fender extensions (although the Ford Bronco does offer them) but it is relatively easy to install easily removable mud flaps so they can be removed for driving off pavement and reinstalled before driving on pavement.
I just realized I failed to include an important phrase in the first sentence under mistake #3. It should have read, "Some states also have laws requiring that the top half of the tire tread not be visible as viewed from the top and from the back of the vehicle."
You are so spot on, thank you for watching and for the comment! Definitely extremely helpful! Godspeed brother!
@@GodspeedZRZ I was born in Iowa. My wife was born in Michigan. We met and were married when she was attending college in Iowa. Our children were born in Iowa.
In 1982 my wife’s work took us to Utah (nobody in our family was ever LdS - Mormon). We bought our first 4WD vehicle in 1987 and a Wrangler in 1999.
It was probably in the late 90s or early 2000s that I helped encourage the Utah legislature to revise the lift laws of that state. Most of the 4WD owners who encouraged the passage of the revisions were primarily interested in making sure the law wouldn’t be interpreted as prohibiting reasonable vehicle lifts. My primary concern was that, before the revisions were adopted, the law contained ambiguities. I was working from the premise that ambiguous laws are bad laws. The revisions were adopted.
Even before that, however, I realized that legislators in general and members of Congress in particular were under pressure to close almost all unpaved roads in the United States - especially those on “public land”.
According to an Internet site by All Seasons Adventures, “Specifically in Utah, 64.9% of land, or 34,202,920 million acres, is federally managed by a variety of organizations. The Bureau of Land Management (BLM, a division of the Department of the Interior) is the largest land administrator in the state, managing over 22.8 million acres. The United States Forest Service (a division of the Department of Agriculture oversees nearly 8.2 million acres with 7 National Forests. Utah might best be known for the Mighty Five National Parks, which span 2 million acres and are operated by the National Park Service (NPS). The Fish and Wildlife Service and the Department of Defense also operate in the state. It is important to understand that each federal organization serves a different purpose and manages wilderness, natural resources, and recreation differently.”
By the definition I mentioned in my previous post on this thread, there are many roads on public land (especially in the Mountain West and the Desert Southwest) that have been used by ranchers for a century or more and dozens (maybe hundreds) of roads were created during the uranium boom. In Utah alone, more than 20,000,000 pounds of uranium ore was extracted between 1955 and ‘87 valued at over $369,000,000.
It took a bit of research to understand the political forces at work on the issue of closing public roads on public land - some people and organizations trying to persuade Congress and the state legislature to close as many roads as possible while some other people and organizations, while not opposed to closing SOME redundant roads to the public, working primarily to keep many public roads on public land open to the public.
When I was a boy in the 1940s, our family lived in Iowa. By today’s standards, our family would have been considered among the “working poor”. Dad, however, had a ‘36 Ford he had bought new. Because our parents almost never ate in restaurants, usually camped in tents or stayed with friends when we traveled and gasoline was relatively inexpensive in those days, they were able to take my sister and me on a tour of the western states.
In the 1940s, “service stations” provided rather extensive state maps at no extra charge to their customers. We got one for each state through which we traveled. By 1950, I could read maps and I spent many hours examining each one in detail. There were U.S. Highways (no Interstate Highways, of course), State Highways, local paved roads, local dirt roads and “jeep trails”. I asked my parents to explain the difference between a road and a trail.
They had no answer.
One clue appeared in an account of a ‘49er who wrote in his journal, “The road we traveled today was composed of about equal parts of mud and boulders.”
I was also interested in railroads, about which I learned, ever since the War Between the States, “standard gauge” rails in the U.S. measure (nominally) 8 feet 4-1/2 inches - the same distance as between the left and right wheels of Conestoga wagons - the same distance as between the left and right wheels of Roman Chariots - and the same distance as between the left and right wheels of at least some of the chariots of the Egyptians of antiquity.
The answer to my question about the difference between a road and a trail fell into place as I was researching the distance between the left and right wheels (the “track”) of WWII jeeps and early post-war Jeeps: '41 to 45 Jeep MB: 48.25"
'46 up CJ-2A, CJ-3A : 48.25". (GREATLAKES4X4 - Jeep Axle Specs)
In the late twentieth century, as now, ATVs tracks are generally about the same as for the WWII jeeps and civilian Jeeps of the 1940s. So what were called jeep trails in the ‘40s would be more commonly called ATV trails now.
Abraham Lincoln once won a court case because the jury agreed with him about a principle of language usage with which I also agree. I call it the principle of prior reference. Lincoln’s illustration was that, if you call a cow’s tail a leg, the cow still has four legs.
I’m willing to concede that jeep trails (or ATV trails) - i.e. routes used by motor vehicles (or horse-drawn vehicles, for that matter) aren’t “roads” but a route is a road by long-standing definition even if it exists only by virtue of having been used and reused by full-size vehicles (anything with a track of 4 feet 8-1/2 inches or more).
Well, maybe you are sufficiently bored by now so I’ll save my observations about the use of the term “off-road” to refer to recreational use of vehicles on public land until or unless you request that.
@@rogermetzger7335 Great info and extremely detailed, you should make TH-cam videos! People are so into this kind of stuff!
@@GodspeedZRZ Around the turn of the century, we didn’t have a computer but someone who had used a desktop computer for several years got a new one and gave us the old one.
Even with the help of my wife (who is eight years younger), I STRUGGLED to learn how to use it. Everything about the computer seemed “backward” to me - counterintuitive.
After two decades of help from my wife (and a little help from our children), I’ve learned to do word processing and send emails but I guess I’m “electronically challenged”. I still don’t understand how to use the remote to find television channels on the television in our living room.
I learn some things by reading. Sometimes (rarely) I learn by watching someone else do something. (In the case of electronics, my eyes aren’t “quick” enough to follow the actions of someone’s fingers on a keyboard and mouse.) I mostly learn by doing things.
Please pray I will be able to find (or/and pay) someone who understands my learning challenges to teach me how to do additional things with electronic equipment.
I really like those Mickey Tomlinson tires.
I’m sure you do re-chard…
I always hear wheels and tires as the first mod but my first mod is gonna be bumper and a winch. I already spent a lot of money on the vehicle and with me to get the absolute minimum necessary to get out there the minimum recovery gear of at least having a winch, tow straps, soft shackles, snatch block probably the best way to go for a first Jeep mod, also coz I am not gonna upgrade the wheels and tires until I can also afford to regear it at the same time coz I'm not gonna be able to live with the lower power from running 37" tires without regearing.
I ended up getting a 2022 Gladiator Rubicon coz I found out the Gobi color was my color and I ran out of time to custom order 2022s. Found one with the front camera and most everything else I want and pulled the trigger. No LED headlights or tow package but I'll add those later.. Tho definitely feeling those supply constraints right now waiting for the OEM LED headlights and tow harness to be in stock.
Oh man, that sounds like a mean machine. I 100% agree with the recovery gear. It’s such a necessity I forget about mentioning it some times. The restraints of the supply chain are definitely causing some trouble but I’m glad to hear you have you game plan laid out! Godspeed brother!
The thinner tire is a choice for some of us in the snow areas in winter. Super wides like yours wouldn’t be the best in winter. I’ve seen people with these wide tires on their Jeeps get stuck while the thinner setups just cut through. It could be the tire compound though too! 🤷♂️I like your 392, sounds great! 👍
You 100% right, if the snow\ mud isn’t too deep you don’t want to stay on top. On the other hand if it is deep enough you want to stay on top as long as you can. All depends on the environment. Thanks for watching and Godspeed brother!
Very informative, love your wheels and tires! We’ve ordered our awesome shirts!
I appreciate it!
Still bugs me to see passenger side with those backwards facing wheels. I’d order 1 spare tire and 2 forward facing wheels for that right side. Then would have 1 to put on spare tire on the back. You’d actually have 2 forward facing spare wheels in case they get dented or bent on drivers side. Directional wheels like on corvette that we talked about before. You have 4 left side wheels. 2 facing backwards on right side. This would fix the problem or big mistake. I was thinking you were going to mention this in your list of mistakes. Nice video, would like to see it lifted as well.
Thanks for watching, reached out to XD and they don’t make directional wheels. All sets are the same unfortunately. Thanks for watching!
Love the wheels and tires! Great look
Thanks, hope to show it too you soon!
I’m definitely guilty of wanting to always buy stuff from an off-road site instead of eBay/Amazon. Seems like we can get better customer service but prices aren’t always the best. Keep it up my man!
You are so right about the customer service, once you get away from the big guys it’s like the Wild West, all on your own. Thank you and Godspeed!
These are great tips!🔥
Bet you wish you had watched this before your first two Jeeps… I know they wished you watched it 😅
You are so informative. I have a Sahara ...it came with 18 inch wheels...looking to put 20inch wheels and want 33x12.5 x 20 tires...however I dont want a lift on it...not sure about he offset of the wheels
Thanks so much, that will look great on the Sahara! You can just about go with whatever offset you like with that size tires and it will still clear perfectly! I would say a 20x10 -12 up to 124 would look awesome!
Great job buddy
Thank you sir, Godspeed brother!
This is very much one man’s opinion. Most people wouldn’t put a -44 offset wheel with tires that don’t fit. Owning an overpriced jeep doesn’t make you an expert on anything.
Definitely just one man’s opinion, this Jeep didn’t make me an expert but the last 50 did. Godspeed brother!
@@GodspeedZRZ you’ve owned 50 Jeeps? How and why exactly?
It’s my passion, I have sold them for a living, built them for a living and now I video them for a living. Next step is to hopefully race and ride them for a living while videotaping it! I’ve worked for CDJR, 4WP off road, Dealer services international, even O’Rileys in high school. It’s just all I know!
Are you keeping the 1550 tires? if i wanted to go that route with smaller wheel diameter, like 17 or 18, any suggestions on brand, offset, etc. thanks
Typically with that width you have to get 20s or bigger unless you want to run bias ply like a TSL tire. I also like the nitto and milestar Patagonia MTs in the 38x15.50 that’s honestly about all I have experience with I. This width aside from TSL boggers and super swampers. At for the offset at least 4.5 back spacing and as much offset as you like! -44 is a safe bet most of the time! Godspeed brother!
Nicee content
Thank you sir, Godspeed brother!
Just wondering having your wheels that wide illegal? where I'm from most of the mods you have are illegal in the province I live is illegal 😞
Some places yes, Tennessee on the other hand it’s just a gray area nobody will bother you about haha
Hi! What is the name of wheels? Thanks !
XD 60 onslaught 🤙🏼
And I laugh at anyone putting 20" rims on a Wrangler. Guess it's all subjective.
100% I use to as well until I started running bigger tires. Now I laugh a the guys running 24s haha maybe one day I won’t.
LOL you're right
You just ruined your "once capable" Rubicon 392 with your -44 offset wheels.
Watch some of my recent videos and you might want to retract that statement haha
@@GodspeedZRZ I watched your latest videos and I'll stand by my first statement. Your -44 offset wheel choice is the reason your $95k 392 now has 3 fender flares.
😂😂 it has 4 again, it just took $14 dollars to get it back in one piece!
What is a pizza cutter?
The thin round disc that you cut up a pizza with. I’m just saying the tires are tall and skinny. Godspeed brother!
What windshield tint %🤔🧐🤌👌
30% on the windshield, 15 around the rest 👍🏼
@@GodspeedZRZ awesome! I have 30 as well but not 15 on the rest so you're definitely seems darker. Guess I'll be going with 15😎
@@TRD_Cueto 15 is just enough and you can still kinda see out of the windows on the backroads with no lights!