You can have big tires… plenty of horsepower… aggressive gearing…

But if your tires aren’t in contact with the ground, none of it matters.

That’s where articulation comes in.

After more than 12 years and 14,000+ CTI tests, one thing has proven itself over and over again:

The vehicles that maintain traction the best… are the ones that keep their tires planted.

And articulation is what makes that possible.

Traction Starts With Contact

At its most basic level, traction is simple:

No contact = no traction.

When a tire lifts off the ground:

• it can’t apply torque
• it can’t contribute to forward movement
• it becomes dead weight

On uneven terrain, this happens more often than most people realize.

Ruts… rocks… ledges… off-camber sections…

Every obstacle tries to pull one or more tires away from the ground.

Without articulation, the suspension reaches its limit quickly—and tires start lifting.

How Articulation Keeps Tires Planted

Articulation allows the axle to rotate and the suspension to move independently at each corner.

Instead of lifting a tire when the terrain changes…

The suspension adapts.

• One tire climbs
• Another drops
• The axle twists
• The chassis stays more stable

This keeps more tires in contact with the ground at all times.

And more contact means more traction.

The Difference You Feel on the Trail

You don’t need data to feel the difference.

You can see it in real time.

Two vehicles hit the same obstacle:

Vehicle A (limited articulation):

• lifts a tire
• spins
• loses forward momentum
• requires throttle or backing up

Vehicle B (good articulation):

• stays planted
• crawls smoothly
• maintains control
• keeps moving forward

That difference isn’t horsepower.

It’s articulation.

Why More Contact Equals More Control

Traction isn’t just about moving forward.

It’s about control.

When more tires stay on the ground:

• steering remains predictable
• braking is more consistent
• weight transfer is smoother
• sudden shifts are reduced

This becomes especially important on:

• off-camber trails
• loose terrain
• technical rock sections

Trails like the Rubicon Trail or Moab constantly challenge traction by forcing vehicles into uneven, twisted positions.

Articulation is what keeps the vehicle composed when everything else is working against it.

The Role of Weight Transfer

As a vehicle moves over obstacles, weight shifts constantly.

Without articulation:

• weight transfers suddenly
• one tire unloads
• another gets overloaded
• traction becomes inconsistent

With proper articulation:

• weight shifts more gradually
• tires stay engaged
• traction is distributed more evenly

This smooth transition is what allows a vehicle to maintain grip instead of breaking it.

Why Spinning Tires Are a Sign of Lost Articulation

A common misconception is that wheelspin is just part of off-roading.

But in many cases…

Wheelspin is a sign that articulation has failed.

When a tire lifts:

• it spins freely
• power is wasted
• forward progress slows

Drivers often compensate with:

• more throttle
• more momentum
• more aggression

But that creates more problems:

• loss of control
• increased wear
• higher risk of damage

Proper articulation reduces the need for all of that.

How Suspension Design Affects Traction

Not all suspension systems deliver the same level of articulation.

And that directly impacts traction.

From CTI testing, the biggest factors are:

• joint design
• suspension geometry
• shock travel
• sway bar configuration

When these elements work together:

• the suspension moves freely
• tires stay planted
• traction improves

When they don’t:

• the system binds
• movement is restricted
• traction is lost

Why Coil Retention Matters at Full Articulation

One of the most overlooked parts of traction is what happens at the outer limits of suspension travel.

A suspension system can only maintain traction if all of its components continue working together when the axle is fully twisted and the suspension is pushed to full articulation.

If a coil becomes loose, unloads unpredictably, or loses proper seating at full droop, the suspension becomes less stable right when control matters most.

That can lead to:

• inconsistent tire loading
• reduced suspension control
• unpredictable vehicle behavior
• loss of traction when the terrain gets most uneven

This is one of the reasons MetalCloak engineers suspension systems as complete systems… not just collections of parts.

Our coil design is built to maintain engagement through the full suspension cycle, helping the spring stay properly retained and continue working even at extreme articulation.

That matters because a suspension system that stays loaded and composed at full flex is better able to:

• keep tires planted
• maintain traction
• preserve stability
• deliver predictable control

In other words, articulation only improves traction when the suspension remains stable while articulating.

And that is exactly the kind of detail that years of CTI testing continue to confirm.

Why Usable Articulation Matters Most

It’s not just about how much a system flexes.

It’s about how that flex is delivered.

Usable articulation means:

• smooth movement
• controlled transitions
• predictable behavior

Not just extreme positions.

After 14,000+ CTI tests, one thing stands out:

The best-performing vehicles aren’t just the most flexible…

They’re the most controlled while flexing.

Why MetalCloak Focuses on Articulation

At MetalCloak, articulation isn’t about chasing numbers.

It’s about performance.

Because more usable articulation delivers:

• better traction
• more consistent tire contact
• improved vehicle stability
• greater driver control

That’s why our suspension systems are engineered around:

• multi-axis joint design
• optimized geometry
• properly matched shock travel

The result is industry-leading bolt-on flex that translates directly into real-world traction.

Real Trails Confirm the Data

CTI testing gives us controlled, repeatable results.

But the trail confirms it.

When articulation is working:

• obstacles feel smoother
• traction stays consistent
• the vehicle remains composed

When it’s not:

• tires lift
• traction breaks
• progress becomes unpredictable

That difference is what separates a capable rig from one that struggles.

Key Insights From 14,000 CTI Tests

Across thousands of vehicles, these patterns are clear:

1. More tire contact consistently improves traction
2. Suspension binding leads directly to traction loss
3. Shock travel often limits how much traction a system can maintain
4. Sway bars restrict independent tire movement and reduce grip
5. Smooth articulation improves vehicle control in uneven terrain
6. Usable flex is more important than maximum flex

FAQ

Why does articulation improve traction?
Because it allows more tires to stay in contact with the ground, increasing grip and stability.

Is more articulation always better?
More usable articulation improves traction, but it must be controlled and predictable.

What causes loss of traction off-road?
Tire lift, suspension binding, poor geometry, and limited shock travel are the most common causes.

Can better suspension reduce wheelspin?
Yes… improved articulation keeps tires planted, reducing the need for throttle and minimizing wheelspin.

Final Thought

Traction isn’t created by power.

It’s created by contact.

And contact comes from articulation.

After more than a decade of testing and over 14,000 CTI runs, one truth stands out:

The vehicles that stay planted… stay in control.

Because in the end…

Articulation isn’t just about flex.

It’s about grip, control, and the ability to keep moving forward when the terrain gets unpredictable.

Maybe it was a Ford Bronco. Maybe it was that Toyota 4Runner you’d been thinking about for way too long. Maybe you saw an Ineos Grenadier, drove it, and that was that. Something clicked.

Whatever got you here... welcome.

Because the truth is, you didn’t just buy a vehicle. You stepped into a lifestyle. A culture. A community. You bought a machine that was built to take you beyond pavement, beyond routine, and maybe even a little beyond what you thought you were looking for in the first place.

That’s the part most people don’t tell you.

Owning a 4x4 is not like owning just another daily driver. It changes how you look at roads, weather, maps, dirt, mountains, and weekends. It changes how you look at other people driving rigs like yours. It opens the door to a whole world of trail rides, campfire conversations, recovery stories, and friendships that usually start with one simple question:

“What are you running on that thing?”

That’s the off-road life.

And if you’re new to it ... you’re in the right place.

The Wave Is Real

It usually starts small.

You’re driving your Bronco down a two-lane road and another Bronco comes toward you. The other driver lifts a hand off the wheel. Maybe just a finger or two. A nod. A quick acknowledgment.

That’s the wave.

And it matters.

It’s not because you know each other. You probably don’t. It’s because you recognize something in each other. You made a similar choice. You chose capability. You chose adventure. You chose a vehicle that says you might turn off the highway just to see what’s out there.

Bronco owners do it. Toyota owners do it. Grenadier owners definitely do it, because that crowd is still tight enough that seeing another one feels like spotting a rare animal in the wild. Jeep owners have been doing their own version forever.

Every platform has its own flavor ... but the message is the same:

“I see you.”

That little wave is your first sign that you’re part of something bigger now.

This World Has Deep Roots

The off-road world didn’t start with hashtags, influencers, or polished overland builds parked in front of coffee shops.

It started with purpose.

Vehicles were pushed off-road because people needed to go places the road didn’t reach. Military vehicles, farm trucks, exploration rigs, utility vehicles ... they were built to solve real problems in rough conditions. Mud, rocks, loose sand, steep grades, remote terrain. The need came first. Recreation came later.

That history matters.

The Willys MB helped define what a lightweight go-anywhere vehicle could be. Toyota earned its reputation by building trucks that could survive hard work all over the world. The Bronco arrived in 1966 with a simple, honest purpose ... to be compact, capable, and ready for the dirt. And the Grenadier? That one exists because somebody looked at the modern market and said, “Why did everyone stop building these things the way they were supposed to be built?”

That question lands with off-roaders because we understand it.

A true 4x4 is not just transportation. It’s a tool. A trusted one. And when you understand the heritage behind your rig, you start to appreciate it differently. You’re not just driving a product off a lot. You’re driving the latest version of an idea that’s been tested for generations.

The Community Is Better Than Most People Expect

Here’s one of the best surprises in off-roading ...

Most people out there care less about what you drive than how you show up.

Sure, every brand has its loyalists. That’s part of the fun. But out on the trail, badge loyalty fades fast and character starts to matter more. Can you listen? Can you learn? Will you help somebody who’s stuck? Do you respect the land? Do you know your limits? Are you the kind of person others want around when things get a little sideways?

That’s what earns respect.

A stock vehicle with a smart driver will always get more love than a heavily modified rig driven by somebody trying to impress everyone. A clean Toyota that’s been wheeled for years by someone who knows what they’re doing will always have a place. So will a new Bronco, a capable Grenadier, or just about anything else with a driver who comes in humble and ready to learn.

That’s one of the things I’ve always loved about this world.

The good ones will teach you.

They’ll spot you through an obstacle. They’ll explain why tire pressure matters. They’ll show you where to hook up a recovery strap. They’ll help you when you’re stuck, and they’ll probably laugh with you about it afterward.

The off-road community, at its best, runs on a few simple rules:

Respect the land.
Help others.
Know your rig.
Keep learning.
Don’t leave people behind.

Live by that, and you’ll fit in just fine.

Your Rig Can Probably Do More Than You Think

This is where a lot of new owners have their first real awakening.

Most modern 4x4s are way more capable than their owners realize.

That’s not a knock. It’s just true.

A lot of people buy a Bronco, Toyota, or Grenadier because they like the look, the stance, the promise of it. But they never really get shown what the vehicle can actually do. They hear terms like lockers, crawl control, sway bar disconnects, terrain modes, approach angle, articulation ... but they don’t yet know what all of that feels like in the real world.

Then they hit the trail with someone who knows.

And all of a sudden it clicks.

That locker isn’t just a button ... it’s traction where you didn’t think you had any. That sway bar disconnect isn’t just a feature ... it’s the difference between a tire hanging in the air and a tire staying planted where it can do some work. Terrain modes are not gimmicks when you’re in the right environment. They’re tools. Good ones.

And once you understand what your rig is doing underneath you ... everything changes.

You stop guessing.
You stop hesitating.
You stop driving scared.
You start learning.

That’s when the vehicle becomes more than something you own. It becomes something you understand.

Why SkillzDay Matters

That’s exactly why SkillzDay exists.

For years, MetalCloak’s SkillzDay program has helped people get off the pavement and into real off-road terrain with the right kind of guidance. Real instruction. Real obstacles. Real understanding of what it means to wheel safely, responsibly, and confidently.

For a long time, it leaned Jeep because that’s where the early audience was strongest. But over time, that changed. Bronco owners started asking. Toyota owners started asking. Grenadier owners started asking.

Same question every time:

“When do we get one?”

Now they do.

SkillzDay Bronco+ is built for non-Jeep 4x4 owners who want to learn what their vehicle can do and how to use it the right way. Same hands-on spirit. Same experienced instruction. Same goal ... help new off-roaders build real confidence in the dirt.

This is not about showing off. It’s about learning.

You’ll cover things like reading terrain, choosing lines, understanding your vehicle’s off-road systems, basic recovery concepts, trail safety, responsible land use, and then getting real seat time in the afternoon so the lessons actually stick.

It’s one thing to read about this stuff online.

It’s another thing entirely to hear a coach say, “Turn a little driver ... easy ... now let it crawl,” and then feel your rig work through an obstacle you would have backed away from a week earlier.

That’s how people get started the right way.

Start Before You Even Hit the Trail

The good news is you do not have to show up cold.

One of the smartest things any new off-roader can do is spend a little time learning the basics before they hit their first real trail day. Not to become an expert overnight ... just to get familiar with the language, the mindset, and the fundamentals.

That’s why resources like 102 Off-Road Tips are so helpful.

Good trail habits start before the tires ever leave pavement. Things like choosing the right trail, checking your rig, packing smart, understanding recovery basics, and respecting the places you’re headed into ... that stuff matters. A lot.

The more you learn before your first few outings, the better those experiences will be.

You’ll be calmer.
You’ll make better decisions.
You’ll enjoy it more.

And that’s really the point.

You’re Probably Going to Love This More Than You Expect

There’s something about off-roading that is hard to explain until it gets under your skin.

It might be the first obstacle you clear that you genuinely didn’t think you could make. It might be the first time you air down and feel the vehicle change beneath you. It might be the first trail ride where a stranger helps you out like an old friend. It might be the first time you end the day dusty, tired, smiling, and already thinking about where you want to go next.

That’s when it gets you.

You realize this was never just about owning a cool vehicle.

It was about access.
It was about freedom.
It was about getting out there.
It was about doing something real.

You bought a 4x4 because something in you wanted more than a commute, more than a parking lot, more than another ordinary way to spend your time.

That instinct was a good one.

Now it’s time to learn the ropes, find your people, and start making the kind of memories that only happen when the pavement ends.

Welcome to the off-road life.

Maybe it’s the longer days. Maybe it’s the change in weather. Maybe it’s the simple fact that once spring hits, your truck starts getting called on for more. More hauling. More towing. More road trips. More dirt roads. More weekends away. More reasons to finally stop putting off the upgrades you have been thinking about since winter.

If you drive a Ram, April is the month to get serious.

Not just because the season is changing ... but because this is the time to get your truck ready before the demands of spring and summer really hit. And during Ram Month, everything we sell for Ram trucks is 25% off, which makes the decision even easier.

If you have been debating a Ram Truck Suspension Upgrade, a Ram Truck Lift Kit, or other parts to improve how your truck rides, handles, and performs, here are five good reasons April is the right time to do it.

1. Spring Is When Your Ram Starts Working Harder

Winter has a way of putting things on pause. You tolerate a few quirks. You tell yourself that rough ride, sagging stance, vague steering feel, or tired suspension can wait a little longer.

Then April rolls around.

Suddenly the truck is back in motion. Projects pick up. Family trips start hitting the calendar. Towing season comes alive. Trails dry out. Campgrounds start filling. The truck that sat quietly in the driveway in January is now expected to do what it was built to do.

That is why April makes sense. It gives you a window to improve your Ram before the season is in full swing. Instead of reacting later, you get ahead of it now.

A smart Ram Truck Suspension Upgrade in April can mean better comfort, better control, and more confidence for everything that comes next.

2. A Good Suspension Upgrade Improves More Than Just Height

Too many people hear the phrase Ram Truck Lift Kit and think it is only about looks.

Sure ... stance matters. Nobody is going to pretend a properly lifted truck does not look better. But the right lift is not just about appearance. It is about function. It is about travel. It is about control. It is about creating a truck that performs better under load, over rough roads, and in off-road conditions.

A real Ram Truck Lift Kit should help your truck work better, not just sit taller.

That means suspension geometry matters. Shock tuning matters. Spring design matters. Durability matters. Ride quality matters. The right setup can help your Ram feel more planted on the highway, more composed over broken pavement, and more capable when the terrain stops being civilized.

If your truck is used for towing, exploring, job site work, or daily driving with weekend adventure mixed in, a suspension upgrade done right can transform the whole experience.

3. April Gives You Time to Fix Weak Spots Before Summer Finds Them

A lot of truck owners wait until something becomes a problem.

That is normal ... but it is not always smart.

When shocks are tired, when suspension performance has faded, or when the truck just does not feel as controlled as it used to, it is usually telling you something. Maybe it is more bounce over uneven roads. Maybe it is more body motion than you want. Maybe the truck feels harsh when empty and unsettled when loaded. Maybe you are ready for larger tires and know your current setup is not going to cut it.

April is the perfect month to deal with those weak spots before the busiest season of the year exposes them.

A thoughtful Ram Truck Suspension Upgrade can help restore confidence and capability before towing season, road trip season, and trail season all pile on at once. Instead of discovering the problem halfway through summer, you solve it now.

That is just good truck ownership.

4. You Can Build for Work and Adventure at the Same Time

One of the best things about a Ram truck is that it does not have to live a one-dimensional life.

A Ram can be your work truck Monday through Friday and your getaway machine on the weekend. It can tow. It can haul. It can commute. It can disappear down a dirt road with camping gear in the bed and not apologize for any of it.

That is why upgrades matter so much. The truck has to do more than one job well.

The best Ram Truck Lift Kit or Ram Truck Suspension Upgrade is the one that respects the full life of the vehicle. Not just flex for the sake of flex. Not just height for the sake of height. Not just stiffness in the name of load handling. You want balance. You want control. You want comfort. You want capability that actually makes the truck better in the real world.

April is a great time to make those decisions because it comes right before the season when your Ram is asked to be everything at once.

5. Ram Month Means the Timing Is Right Financially Too

Let’s not overcomplicate this part ...

Sometimes the best reason to upgrade is because the timing simply works in your favor.

During Ram Month, everything we sell for Ram trucks is 25% off. That means the suspension parts, lift components, and upgrade pieces you have been looking at are available at a serious savings.

And when you combine that discount with the practical timing of spring, April becomes the obvious move.

You are not just buying parts because they are on sale. You are using the sale to make a smart seasonal decision ... one that gets your truck ready for the months when it matters most.

That is the kind of excuse I can get behind.

Final Thoughts

April is not just another month on the calendar for Ram owners. It is the start of the season when your truck begins proving what it is made of.

This is the time to address ride quality, improve control, prepare for towing and travel, and finally move forward on the Ram Truck Lift Kit or Ram Truck Suspension Upgrade you have been putting off.

If your Ram is going to work hard, it should ride right. It should handle with confidence. It should be ready for long miles, heavy loads, rough roads, and whatever else the season throws at it.

So yes ... April really is the best time to upgrade your Ram truck.

And with 25% off everything we sell for Ram trucks during Ram Month, there is not much reason to wait.

When Jeep owners start looking for a lift kit, one question rises above all others:

“How is it going to ride on the road?”

Not on the trail… not flexed out on a rock…
…but on the daily commute, the highway miles, the school drop-offs, and the long drives home.

And that’s where most of the industry gets it wrong.

Because most suspension companies sell perceived ride quality…

At MetalCloak, we build and prove actual ride quality.

The Problem With “Feels Good” Suspension Marketing

You’ve seen the claims:

• “Rides like stock”

• “Smooth as butter”

• “Best daily driver lift”

But what do those actually mean?

Most of the time… nothing measurable.

They’re opinions. Marketing language. Subjective feel.

And here’s the issue:

Ride quality isn’t just about comfort… it’s about control.

A suspension that “feels soft” isn’t necessarily safe.
A suspension that “rides smooth” isn’t necessarily stable.

True daily driver performance requires something more:

• Stability under emergency maneuvers

• Predictable handling at highway speeds

• Controlled body motion under braking and cornering

• Reduced vibration and harshness through the chassis

That’s where real engineering—and real testing—comes in.

What is FMVSS 126 — And Why It Matters

FMVSS 126 is a federal safety standard that governs Electronic Stability Control (ESC) performance.

In plain terms:

It measures how well a vehicle maintains control during sudden, high-speed maneuvers.

Think:

• Emergency lane changes

• Avoiding obstacles

• High-speed directional corrections

If your suspension geometry, spring rate, damping, or joint compliance is off…

The system fails.

MetalCloak: The Only Trail-Abused Lift Kit Put Through FMVSS 126 

Here’s the part no one else in the industry is talking about:

MetalCloak is the only lift kit tested and proven to pass FMVSS 126
on a used, lifted Jeep running 37” tires.

Not theoretical.
Not simulated.
Not “designed to.”

Tested. Proven. Passed.

That means:

• Proper ESC function is maintained

• Vehicle stability is preserved under extreme conditions

• Suspension geometry works WITH the vehicle’s safety systems—not against them

Why This Directly Impacts Ride Quality

Most people think FMVSS 126 is about safety only…

It’s not.

It’s also one of the clearest indicators of true daily driver ride quality.

Because to pass FMVSS 126, your suspension must deliver:

✔ Controlled Body Motion

No excessive sway, dive, or unpredictable weight transfer

✔ Balanced Spring Behavior

Not soft… not stiff… but correct at ride height

✔ Predictable Handling

Smooth, linear response—not vague or delayed steering feel

In other words:

If a suspension passes FMVSS 126… it drives right.

NVH: The Missing Half of the Ride Quality Equation

While FMVSS 126 proves control and stability…

NVH proves comfort.

NVH stands for:

• Noise

• Vibration

• Harshness

And it’s one of the most overlooked aspects of suspension design.

In our NVH testing, we analyzed how different control arm joints transfer vibration into the vehicle.

What we found is simple:

Most aftermarket joints increase NVH.

• Heim joints → transmit vibration

• Poly bushings → create harshness

• Many flex joints → lack controlled isolation

The Role of Duroflex in Daily Driving Comfort

MetalCloak’s Duroflex joint was engineered to solve that exact problem.

It delivers:

• High misalignment capability

• Self-centering geometry

• Kevlar-reinforced elastomer isolation

The result:

✔ Reduced vibration transfer

✔ Controlled articulation

✔ Stable, predictable road feel

Not soft. Not vague.

Controlled.

True Dual Rate Coils: Stability Where You Drive, Flex Where You Need It

This is where most suspension systems compromise…

And where MetalCloak does something fundamentally different.

Most people assume that if a coil has multiple rates, you’re driving on the softer portion all the time.

That’s not how MetalCloak’s True Dual Rate™ coils work.

At ride height:

The first rate is already collapsed and solid.

That means the Jeep is not floating on a soft spring.

It is riding on the second rate… the true ride rate… just like a properly designed single-rate coil.

What That Does

✔ Stability at Ride Height

You get the same planted, predictable feel the factory intended

✔ A “Virtual Bucket” Effect

The collapsed first rate effectively lowers the spring bucket, improving coil stability and reducing buckling

✔ Consistent On-Road Behavior

No vague transitions… no unpredictable softness… just controlled motion

Then, when the suspension begins to articulate off-road:

That first-rate section opens back up.

Now it contributes to:

• Controlled droop

• Spring stability through travel

• Improved articulation without sacrificing balance

That’s the difference:

Stable on the road… capable on the trail… without compromise.

Proven vs. Perceived Ride Quality

Let’s simplify the difference:

What This Means for You

If you’re building a Jeep that you actually drive…

• To work

• With your family

• On long trips

• On the highway

Then ride quality isn’t optional.

It’s everything.

The Bottom Line

Most lift kits are designed to perform well in one area:

• Comfort

• Off-road capability

• Price

MetalCloak is engineered—and proven—to deliver real daily driver performance.

Because when you combine:

• FMVSS 126 certified stability

• NVH-optimized joint design

• True Dual Rate coil behavior at ride height

You don’t just get a lift kit that “feels good.”

You get a suspension that is:

• Stable
• Predictable
• Comfortable
• Proven

Final Thought

The industry will keep telling you what feels best…

We’ll keep proving what is best.

MetalCloak’s Duroflex (Duraflex) joint is one of those rare suspension components that changed the conversation. Over a decade ago, it introduced a self-centering flex joint design that prioritizes:

• Over 35 degrees of misalignment
• Unlimited rotational range
• Minimal maintenance and no complex moving parts
• Better noise, vibration, and harshness (NVH) dampening

That reputation did not stay exclusive. Over time, other companies tried to emulate the design. So the key question becomes simple: who actually performs when you put real force and real geometry on these joints?

Here is a clear breakdown of how different flex joint designs compare, what the testing reveals, and why self-centering and load sharing matter more than most people realize.

What Makes a Flex Joint “Good” Beyond Just Degrees of Travel

When flex joints are discussed, the first number people quote is articulation. And yes, misalignment degrees matter. But articulation alone can be misleading if a joint is limited mechanically or behaves unevenly under load.

A great flex joint needs to do more than survive. It needs to:

• Self-center so the control arm returns to a usable position
• Allow the joint to articulate without binding as suspension angles change
• Dampen NVH instead of transmitting every bump and vibration straight into the chassis
• Distribute forces evenly to avoid premature wear

The MetalCloak Duroflex joint is built around these principles. It is designed as a self-centering flex joint that can handle significant misalignment while maintaining a more consistent articulation behavior, even as the suspension moves through rough terrain.

How the Joint Comparison Testing Was Done (Real Geometry, Equal Loads)

To compare competing joint designs, the testing approach focused on replicating practical conditions rather than relying on marketing specs.

Here is the testing methodology, simplified:

1. Real-world bracket geometry: The test used the dimensions of a factory Jeep JL front lower control arm bracket, the kind of real mounting surface that dictates how everything will fit and move.
2. Digital angle finder setup: Each control arm was set with a digital angle finder to zero to establish a consistent reference point.
3. Apply the same misalignment force each run: The joints were pulled until they reached their limit or until the control arm interfered with the bracket. A digital pull scale helped keep loads consistent.
4. Record the “joint score” as degrees: The angle finder readings became the performance scores used for comparison.

The outcome was then compared across multiple manufacturers, with some joints showing mechanical limitations and others allowing interference or collision behavior with the test bracket. That is important, because collision or early bind typically means less usable articulation and potentially worse NVH in the real world.

The Big Problem: Mechanical Limits and Collision During Articulation

Some joints have a clear limit built into their design. Others can flex, but the control arm or joint alignment may hit the bracket before the joint itself achieves its theoretical range.

In either scenario, the suspension cannot keep doing what you want it to do. When articulation gets cut short by physical limits, you lose the ability to follow uneven terrain smoothly. Instead, the system can feel:

• Harsher
• More “bindy” at certain angles
• Less predictable under load

The testing notes highlighted exactly this: some joints hit limitations, while others led to the control arm colliding into the test bracket. That is not the kind of behavior you want when you are aiming for consistent flex and controlled handling.

Even More Important: Load Sharing and Self-Centering NVH Performance

Here is where the conversation gets really interesting.

Many people build control arms with a focus on getting flex on one side. But flex is not just one joint doing all the work. A control arm assembly effectively needs both sides to work together to manage misalignment and dampen NVH.

Some setups use dissimilar joints between the left and right sides of the control arm to “make it work” and still reach acceptable articulation. The problem is that dissimilar joints often divide responsibilities unevenly.

In the testing logic described, when joints are dissimilar:

• One joint becomes the primary articulation worker, taking almost the full force during misalignment.
• The other joint becomes the NVH-focused piece, trying to dampen noise and harshness rather than share articulation loads.

That means the forces are not shared equally. Uneven load has two major consequences:

• Faster wear because one component is doing nearly all the work
• Less flex because the assembly does not behave as a balanced system across the full range of motion

By contrast, the ideal approach is a multifunctional, self-centering design on both sides. When both joints flex, dampen, and self-center together, the force loads get distributed more evenly. The result is maximum longevity and performance, plus more consistent NVH behavior.

How the Competitors Measured Up: Degrees of Misalignment Under Load

After applying equal force and measuring until limits/interference, the tested results showed a clear ranking.

Test results (degrees of misalignment):

• TeraFlex: 12.12°
• Skyjacker: 20.0°
• Synergy: 20.6°
• Clayton: 27.8°
• Rock Krawler: 28.6°
• MetalCloak: 35.0° ✅

Bottom line: Other manufacturers improved over the last decade. But MetalCloak’s Duroflex joint still shows the most self-centering articulation in this comparison and remains the benchmark for this test setup.

Why the MetalCloak Duroflex Joint Holds the “Gold Standard” Position

Numbers like 35 degrees are impressive, but they only matter if they translate into real suspension behavior. The distinguishing features highlighted for the Duroflex design are:

• Self-centering flex: Keeps articulation controlled and helps the system return toward a functional neutral alignment.
• Over 35 degrees of misalignment: Gives the suspension more room to track terrain without binding.
• Unlimited rotational range: The joint is not constantly fighting internal restrictions as movement continues.
• Minimal maintenance: Fewer complex components often means fewer failure points and less upkeep.
• NVH dampening: Designed to damp noise, vibration, and harshness rather than transmitting everything directly into the chassis.

And importantly, its performance is tied to how the joint behaves as a system inside the control arm assembly. The goal is not just maximum angle. It is maximum usable articulation with better control and less harshness.

What This Means for Your Build (Practical Takeaways)

If you are shopping for flex joints, the testing highlights a few practical points you can apply immediately.

1) Don’t chase “max flex” without asking how it self-centers

Some designs may reach decent angles in ideal conditions but do not actively help the suspension return smoothly. Self-centering behavior affects ride comfort, handling consistency, and how the suspension behaves at the transition points between bump and droop.

2) Watch for mechanical limits and bracket interference

If a joint design hits a limit early, your suspension will stop flexing even if other components would allow more movement. That can mean less traction and a harsher ride when the suspension binds.

3) Prefer load-balanced, multifunctional designs

When joints on a control arm are dissimilar, one side often becomes the “articulation hero” while the other becomes the “NVH janitor.” That may achieve acceptable results, but it can also concentrate wear and reduce overall flex behavior. Balanced multifunctional joints aim to distribute the load and maintain longevity.

4) Think in terms of longevity

Uneven load distribution leads to faster wear. If a joint is constantly taking nearly 100 percent of the articulation force, that is a wear pattern waiting to happen. Even if performance looks good initially, the long-term outcome can differ.

FAQ

Final Thoughts: The Real Win Is Usable Flex With Better Control

Suspension upgrades get exciting at the install stage, but the real test is what happens under load on rough terrain. Flex joints are one of those components where design choices show up immediately as feel, noise, and consistency.

Based on the measured misalignment performance and the reasoning behind load sharing and self-centering, the MetalCloak Duroflex joint stands out as a benchmark flex joint. Competitors have improved, but in this comparison, the gold standard remains clear: more self-centering articulation with stronger NVH behavior and durability-focused load distribution.

If you are building for long-term performance, smoother articulation, and less harshness as your suspension cycles, that is the direction worth prioritizing.

Two Jeeps… same lift height… similar tires… similar stance…

But on the trail, one walks through obstacles with ease… while the other starts lifting tires, spinning, and struggling for traction.

The difference?

Articulation.

And more importantly…

How that articulation is engineered.

After more than 12 years and 14,000+ CTI tests, we’ve seen exactly why some suspension systems flex more than others—and why some flex actually performs better in real-world conditions.

Flex Isn’t Just Movement… It’s Freedom of Movement

At its core, articulation is the ability of the axle to rotate and allow each tire to follow the terrain independently.

But not all suspension systems allow that movement equally.

Some systems look like they should flex… but don’t.

Others flex effortlessly.

The difference comes down to mechanical freedom.

Every suspension component either:

• allows movement

• or restricts it

The systems that flex best are the ones that remove restrictions at every point in the suspension cycle.

The Biggest Factor: Joint Design

If there’s one component that most consistently separates high-flex systems from low-flex systems…

It’s the joints.

Many suspension systems rely on:

• rubber bushings

• bonded bushings

• limited-range joints

These are great for:

• noise isolation

• vibration control

• durability

But they restrict movement.

They don’t allow true multi-axis rotation.

So when the suspension begins to twist… they resist.

That resistance is called binding.

And binding is the #1 enemy of articulation.

Why Multi-Axis Joints Matter

A proper articulation joint must allow:

• rotation (twisting)

• misalignment (side-to-side movement)

• compression and extension

All at the same time.

MetalCloak’s Duroflex joints were engineered specifically for this purpose… to allow free movement without binding, while still maintaining strength and durability.

This is one of the biggest reasons why suspension systems built around proper joint design consistently outperform others on the CTI ramp and on the trail.

Geometry: Where Flex Is Won or Lost

Joint freedom is only part of the equation.

The next major factor is suspension geometry.

Control arms don’t just hold the axle in place… they define the path the axle travels.

When geometry is correct:

• the axle rotates smoothly

• the suspension cycles naturally

• articulation increases

When geometry is wrong:

• components fight each other

• angles become extreme

• movement is restricted

This is why two systems with the same lift height can perform completely differently.

Because lift height doesn’t create articulation…

Geometry does.

Shock Travel: The Hidden Limiter

A lot of people don’t think about shocks when they think about flex.

But after thousands of CTI tests, we’ve seen it over and over:

The shock is often the first thing that stops articulation.

Once a shock reaches full extension:

• the axle stops dropping

• the tire lifts

• articulation ends

Even if the rest of the suspension could continue moving.

That’s why proper shock length and travel are critical.

But just like everything else… it has to be balanced.

Too much uncontrolled travel can hurt stability.

Too little limits performance.

The best systems are engineered so shocks support articulation without becoming the limiting factor.

Sway Bars: The Built-In Restriction

Sway bars are designed to reduce body roll on the road.

They connect both sides of the suspension and resist independent movement.

That’s great for highway stability.

But off-road?

They limit articulation.

When sway bars are disconnected:

• each side of the suspension can move independently

• axle twist increases

• articulation improves

This is one of the easiest ways to increase flex—but it also highlights an important point:

Every component in the system plays a role.

Weight Distribution: The Overlooked Variable

Another factor we’ve seen repeatedly across CTI testing is weight distribution.

Add:

• a heavy bumper

• a winch

• overlanding gear

…and the way a suspension articulates changes.

Heavier vehicles may:

• compress differently

• load joints differently

• change how weight transfers during articulation

Balanced builds tend to produce more consistent and predictable flex.

The Difference Between “Flexy” and Functional

Here’s where things get important.

Some suspension systems are designed to look flexy.

They create dramatic poses.

They photograph well.

But real-world performance is different.

Functional articulation means:

• smooth movement

• controlled weight transfer

• predictable handling

Not just maximum twist.

After 14,000+ CTI tests, one thing is clear:

The best-performing suspension systems are not the ones that flex the most…

They’re the ones that flex the most efficiently and predictably.

Why MetalCloak Systems Flex More

At MetalCloak, articulation isn’t an afterthought.

It’s a core design principle.

Because real-world testing has proven that:

More usable articulation = more traction = more control = more safety

That’s why our systems are engineered around:

• multi-axis joint design

• optimized suspension geometry

• properly matched shock travel

• balanced system performance

The result is industry-leading bolt-on flex that works not just on a ramp… but on real trails.

Real Trails Prove the Difference

Controlled testing tells us how suspension systems behave.

But real trails prove it.

Places like the Rubicon Trail or Moab expose the difference between systems that:

• bind

• unload

• lose traction

…and systems that stay planted and controlled.

That’s where articulation matters most.

Key Insights From 14,000 CTI Tests

After testing thousands of vehicles, these patterns consistently appear:

1. Joint design is the biggest driver of articulation

2. Poor geometry limits flex regardless of lift height

3. Shock travel often caps maximum articulation

4. Sway bars restrict independent suspension movement

5. Balanced systems outperform mismatched setups

6. More usable articulation improves traction and control

FAQ

Why do some lift kits flex more than others?
Because of differences in joint design, geometry, and shock travel—not lift height alone.

What limits articulation the most?
Joint binding, shock travel limits, sway bars, and poor suspension geometry.

Does more flex always mean better performance?
More usable flex improves performance, but it must be controlled and predictable.

Can bolt-on suspension systems really achieve high articulation?
Yes… when properly engineered, bolt-on systems can deliver exceptional articulation without compromising safety.

Final Thought

Flex isn’t magic.

It’s engineering.

And after more than a decade of testing and over 14,000 CTI runs, one thing is clear:

The suspension systems that flex more… are the ones designed to move freely, work together, and stay controlled when it matters most.

Because in the end…

Flex isn’t just about capability.

It’s about control… and control is what keeps you moving safely forward.

We decided to start sharing that with you.

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Photos of a Jeep twisted across a rock ledge… tires stretched to the limits… suspension working at full extension… that image has become the symbol of off-road capability.

And for good reason.

Articulation keeps tires on the ground.
And when tires stay on the ground, vehicles maintain traction, control, and stability.

But after more than 12 years running Corner Travel Index (CTI) tests and recording over 14,000 individual vehicle measurements, one thing has become very clear:

Not all flex is created equal.

At MetalCloak, CTI testing isn’t just a demonstration. It’s a long-running research program that has directly shaped the suspension systems we build today. In fact, we’re the only suspension company in the industry with a dataset this large… gathered across thousands of vehicles, from stock builds to fully modified trail rigs.

Those tests have taught us a lot about articulation… what creates it, what limits it, and how to design suspension systems that deliver the kind of flex that actually performs on real trails.

Why Articulation Matters

When a vehicle drives across uneven terrain, each tire encounters a different height and angle of obstacle.

Without articulation, the suspension quickly runs out of travel and lifts a tire off the ground.

The result:

• loss of traction

• spinning tires

• reduced steering control

• increased rollover risk

Articulation allows the axle to rotate and the suspension to move so that all four tires remain in contact with the terrain.

Trails like the Rubicon Trail or the rock gardens of Johnson Valley constantly force vehicles into twisted positions where articulation becomes critical.

The more the suspension can move while keeping the chassis stable, the more traction the vehicle maintains.

And traction is what keeps a driver in control.

The MetalCloak CTI Program

Over the last 12 years, MetalCloak’s CTI ramp has tested:

• stock vehicles

• mild lift kits

• extreme rock crawlers

• overland builds

• daily-driven Jeeps

Every test adds to a growing dataset that now exceeds 14,000 recorded runs.

This massive library of real-world data allows us to analyze how suspension systems perform across thousands of configurations.

More importantly, it allows us to see patterns.

Patterns that reveal what works… and what doesn’t.

And that knowledge feeds directly into the engineering of MetalCloak suspension systems.

What the Data Revealed About Flex

The first and most obvious lesson from thousands of CTI tests is simple:

Articulation matters.

Vehicles with greater articulation consistently maintain better tire contact on uneven terrain.

More tire contact means:

• improved traction

• more predictable steering

• greater vehicle stability

But the data also revealed something deeper.

The suspension systems that perform best don’t just have more flex… they have usable flex.

Flex that happens smoothly, predictably, and without mechanical resistance.

Lesson #1: Suspension Binding Kills Flex

One of the most common reasons vehicles score poorly on the CTI ramp is suspension binding.

Binding occurs when components reach the limit of their movement and physically resist further articulation.

Common sources include:

• rigid control arm bushings

• limited joint rotation

• short shock travel

• incorrect geometry

When binding occurs, articulation stops… even if the suspension technically still has travel available.

That’s why joint design is critical.

MetalCloak’s Duroflex joints were developed specifically to eliminate this problem by allowing true multi-axis movement without binding.

This allows the suspension to articulate freely while still maintaining the strength and durability required for real-world off-road use.

Lesson #2: Geometry Determines Articulation

Another key insight from CTI testing is that lift height alone does not create articulation.

Two vehicles with identical lift heights can produce dramatically different CTI scores depending on suspension geometry.

Proper control arm angles allow the axle to rotate smoothly as the suspension cycles.

Poor geometry forces components into positions where they begin to fight each other.

When that happens, articulation stops long before the suspension reaches its theoretical limits.

This is why MetalCloak suspension systems are engineered around geometry that supports maximum, usable axle movement… not just increased ride height.

Lesson #3: Shock Travel Plays a Major Role

Shock absorbers are often overlooked when discussing articulation.

But in many CTI tests, shock travel becomes the first limiting factor.

Once a shock reaches full extension, the suspension can no longer droop… even if the rest of the system could continue moving.

Longer travel shocks allow the axle to continue cycling while maintaining proper damping and control.

But travel alone isn’t enough.

Shock valving must also be tuned so the suspension remains stable on-road while still allowing the flexibility required off-road.

Balancing those requirements is one of the biggest engineering challenges in suspension design… and one of the areas where real-world testing matters most.

Lesson #4: Flex Must Work With Stability

Articulation without control can create unpredictable handling.

But properly engineered articulation does the opposite.

A well-designed suspension allows the axle to move freely while keeping the chassis composed and predictable.

This is the balance MetalCloak focuses on:

maximum bolt-on articulation with real-world stability.

Because flex isn’t just about clearing obstacles… it’s about maintaining control when the terrain is uneven, unpredictable, and constantly changing.

That applies both off-road and on-road… where stability is critical for safety.

Lesson #5: Real Trails Demand Real Articulation

A CTI ramp is a controlled testing tool.

Real-world trails introduce additional variables:

• momentum

• traction changes

• dynamic weight transfer

Locations like Moab challenge suspension systems in ways that static tests cannot fully replicate.

But CTI testing provides something incredibly valuable:

a consistent baseline across thousands of vehicles.

And across those thousands of tests, one pattern shows up again and again:

Vehicles with more usable articulation maintain better traction when terrain becomes unpredictable.

Why MetalCloak Focuses on Flex

For MetalCloak, articulation has always been a core design principle.

Because more usable flex delivers:

• better traction

• more consistent tire contact

• improved vehicle stability

• greater driver control

It allows drivers to move through obstacles smoothly… without relying on wheelspin, throttle, or momentum to compensate.

That’s why MetalCloak suspension systems are engineered to deliver industry-leading bolt-on articulation.

Not for show… not for numbers… but because real-world testing has proven that articulation improves performance and safety.

Turning Data Into Better Suspension Systems

The biggest advantage of running more than 14,000 CTI tests is the insight it provides.

Every vehicle tested adds to a deeper understanding of how suspension systems behave under articulation.

That knowledge directly influences how MetalCloak products are designed.

Over the years, CTI testing has helped refine:

• joint designs

• control arm geometry

• shock travel requirements

• suspension tuning

The result is suspension systems that deliver the articulation drivers want… while maintaining the control and predictability required for daily driving.

The Future of Articulation

As vehicles continue to evolve, so will suspension technology.

But one thing will not change.

Articulation will always be a core requirement for off-road performance.

The ability to keep tires planted on uneven terrain is what allows a vehicle to maintain traction, stability, and control.

And thanks to over a decade of testing and more than 14,000 CTI runs, MetalCloak will continue to lead the industry in understanding how articulation works… and how to engineer suspension systems that make the most of it.

Flex isn’t just a photo opportunity.

It’s traction.
It’s stability.
And ultimately… it’s control.

And control is what keeps drivers moving safely… both on the road and on the trail.

Key Insights From 14,000 CTI Tests

After more than a decade of CTI testing across thousands of vehicles, several clear patterns have emerged.

These insights consistently appear across builds ranging from stock Jeeps to fully modified rock crawlers.

1. Suspension joints determine articulation limits.
   Rigid bushings are one of the most common articulation bottlenecks. Multi-axis joints allow suspension systems to cycle freely without binding.

2. Geometry has more impact than lift height.
   Control arm angles dictate how smoothly the axle moves through its range of travel. Poor geometry can reduce articulation even on taller lifts.

3. Shock travel often caps maximum articulation.
   When shocks reach full extension, articulation stops. Proper shock length and valving are critical to achieving usable flex.

4. Tire size changes CTI results.
   Larger tires increase ramp distance before wheel lift occurs, which can raise CTI scores even if suspension travel remains the same.

5. Sway bar configuration dramatically affects articulation.
   Disconnecting sway bars allows each side of the suspension to move independently, increasing axle twist.

6. Balanced builds articulate better.
   Vehicles with balanced weight distribution generally produce more consistent CTI results than heavily front- or rear-loaded setups.

7. More usable articulation improves traction and stability.
   Maintaining tire contact reduces wheel spin and allows drivers to maintain better control in uneven conditions.

CTI and Suspension Flex FAQ

What is a good CTI score for a Jeep?
Most stock Jeeps score between 400–600 depending on wheelbase. Well-designed suspension systems often exceed 900.

Does lift height increase articulation?
Lift height alone does not guarantee articulation. Suspension geometry, joint design, and shock travel play larger roles.

Why does articulation matter off-road?
Articulation allows tires to stay in contact with uneven terrain, improving traction and stability.

What limits articulation the most?
The most common limits are shock travel, joint binding, sway bars, and suspension geometry.

April 4… 4/4… it didn’t need a committee, a marketing team, or a government stamp to mean something.

It already did.

Why April 4? It’s Simple… and That’s the Point

In the off-road world, “4x4” isn’t just a spec—it’s a capability.

Four wheels.
Four driven.
Traction when it matters most.

So when the calendar flips to 4/4, it hits a nerve. It’s our number.

And unlike most “holidays,” this one wasn’t manufactured from scratch. It was recognized… because the community was already living it.

A Bit of History… From Battlefield to Backcountry

Long before it was a badge of weekend adventure, 4x4 meant survival.

Back in the 1940s, the original military Jeeps weren’t built for comfort… they were built for purpose. Mud, sand, snow, steep grades—terrain didn’t care, and neither could the vehicle.

That legacy carried forward.

From the early CJ models to today’s rigs, the idea stayed the same:  Go where others can’t… and get back again.

Jeep Makes It Official… But the Community Owned It First

In 2016, Jeep leaned into what everyone already knew and began officially recognizing April 4 as Jeep 4x4 Day.

It was a smart move.

Because by then, the meaning of 4x4 had already evolved beyond the vehicle:

• It was trail runs with friends

• Late nights in the garage

• Campfires after a long crawl

• That moment when a line looks impossible… until it isn’t

Jeep didn’t create the culture.
They acknowledged it.

What 4x4 Really Means Today

Spend enough time around this world and you realize something…

4x4 isn’t about getting through terrain.
It’s about choosing it.

It’s the long way instead of the easy way.
The dirt road instead of the highway.
The challenge instead of the shortcut.

And somewhere along the line, it becomes less about the machine and more about the mindset.

How People Celebrate (Whether They Call It That or Not)

Not everyone wakes up and says, “Happy 4x4 Day.”

But you’ll see it.

• Rigs hitting the trail midweek just because

• Photos posted of past adventures

• Upgrades finally getting installed

• Stories getting shared… some true, some improved with time

And for a lot of us… it’s just another excuse to do what we were already planning to do anyway.

More Than a Date

April 4 isn’t about a sale, a slogan, or a single brand.

It’s a reminder.

That there’s still a part of the world that isn’t paved…
That capability still matters…
And that sometimes the best path forward is the one that looks a little harder.

So yeah… call it a holiday if you want.

Or don’t.

Either way…
We’ll see you out there.

The Jeep TJ Wrangler might be the most beloved platform Jeep ever built.

It was the first coil-sprung Wrangler. It gave us the Rubicon. The LJ Unlimited proved a longer wheelbase could still crawl like crazy. And for a whole generation of Jeep owners, the TJ is where it all started… the first lift, the first trail, the first broken part, and the first time you learned how to fix something with dirt on your hands and daylight running out.

That’s the good news.

The other news is that a lot of TJ and LJ builds are still running suspension and steering that were considered great ten or fifteen years ago… and now they’re just tired. Rubicon Express long arms with worn bushings. Currie steering that’s been rebuilt more than once. Track bars that wander. Joints that squeak. Highway manners that slowly turned into “that’s just how old Jeeps drive.”

No… not always.

These 9 videos cover the upgrades TJ and LJ owners actually search for and actually need: HD steering and how it compares to Currie, suspension swaps from Rubicon Express to MetalCloak, front track bar fixes, and the armor and accessories that finish the build the right way. Every video includes a full word-for-word transcript with timestamps.

Whether your TJ is a daily driver, a weekend trail rig, or a Jeep you plan to keep forever, this guide covers the parts that make the biggest difference on the platform that started it all.

Every video below links to a full transcript page. Visit the full Video Vault for 96 curated videos with transcripts, or explore the entire library of 800+ on YouTube.com/MetalCloak.

Quick Answer: What should TJ and LJ owners upgrade first?

Start with steering and axle control. On a lifted TJ, vague tracking, wandering, and poor road feel often come from steering geometry and worn track bar bushings… not just tires or alignment. After that, address worn suspension joints and long arms, then finish the build with practical upgrades like winch protection, a proper tire carrier, and tube doors.

1. Steering … fix geometry before chasing symptoms
2. Track bar … eliminate wander and lateral play
3. Suspension joints and arms … replace what’s worn out or outdated
4. Tire carrier … solve tailgate stress before it becomes damage
5. Armor and accessories … protect the Jeep and improve trail function

Why this order works: it fixes the parts you feel first, addresses the components that wear out most often on older lifted TJs, and keeps you from throwing money at symptoms instead of causes.

Phase 1: Steering … The Upgrade That Changes Everything

On a lifted TJ, steering is often the first thing that feels off… and the last thing people upgrade. Vague highway tracking. Wandering. Death wobble. Toe change through suspension travel. Most owners blame tires, alignment, or the track bar first.

Sometimes they’re right.

A lot of the time, it’s the steering geometry.

1. MetalCloak vs Currie – TJ Steering Comparison & Upgrade Guide

This is the video that settles the TJ steering debate.

Scott Becker from MetalCloak puts three steering systems side by side on camera: the stock Y-link, the Currie Currectlync (now RockJock), and the MetalCloak Heavy Duty T-link. He shows exactly what happens to each system as the suspension cycles … and why the Y-link design, even in Currie’s much stronger version, still creates toe change that translates into vague, inconsistent steering on the road and trail.

The stock Y-link splits the tie rod and connects both sides to a single drag link. At stock height, that geometry is workable. Add a 3–4 inch lift and larger tires, and the relationship between those links changes enough to create measurable toe change through the suspension stroke.

Currie improves the materials. Bigger tubing. Stronger parts. Better hardware. But it is still a Y-link.

Bigger Y … is still Y.

MetalCloak’s T-link design separates the tie rod from the drag link completely. One continuous tie rod runs across the axle. The drag link attaches separately. The result is zero toe change through the full range of suspension travel. Add one-ton tie rod ends, anti-flop drag link design, double adjustability, and massive tubing, and the difference gets hard to ignore.

This video also covers XJ, MJ, and ZJ applications … the MetalCloak HD steering system fits all of them.

Systems Compared: Stock Y-link vs Currie Currectlync (Y-link) vs MetalCloak HD (T-link)
Vehicle: Jeep TJ/LJ (also fits XJ, MJ, ZJ)
Key Difference: Y-link produces toe change under suspension travel; T-link eliminates it
MetalCloak Features: One-ton tie rod ends, anti-flop drag link, largest diameter tubing, double adjustable

Watch the Video & Read Full Transcript →

2. TJ/LJ Wrangler Steering System Installation Guide

You watched the comparison. Now watch the install.

This video is the complete step-by-step installation guide for the MetalCloak HD steering system on TJ and LJ Wranglers. It covers removal of the factory steering, installation of the T-link tie rod and drag link, torque specs, adjustment procedures, and alignment considerations.

If you plan to do the swap yourself, this is the video that shows you exactly what’s involved. If you’re handing the job to a shop, this is the video that shows you what “done right” should look like when the Jeep comes back.

Product: MetalCloak HD Steering System
Vehicle: Jeep TJ/LJ Wrangler
Install Type: Complete steering replacement … full walkthrough

Watch the Video & Read Full Transcript →

Phase 2: Suspension … Replacing What’s Worn Out (and What Was Never Quite Right)

If you’re reading this, there’s a decent chance your TJ is already lifted … and there’s a better-than-decent chance that somewhere under it is a Rubicon Express kit.

That makes sense. RE owned a big chunk of the TJ aftermarket for years. Good value. Easy to find. Strong brand recognition. Lots of Jeeps got built on it.

But time catches everything.

Rubicon Express bushings wear out. Joints loosen up. Track bars start wandering. Part numbers changed over the years enough that finding the right replacement components for your exact generation of RE arms can turn into its own scavenger hunt.

These next four videos cover the upgrade path from Rubicon Express to MetalCloak … and why so many TJ owners who make the switch say the same thing afterward:

I should have done this years ago.

3. Rubicon Express Front Durotrak Track Bar Upgrade Install

The track bar is often the first part TJ owners notice going bad on a Rubicon Express kit.

The bushings wear. The bar develops lateral play. The axle starts wandering. And that loose, slightly nervous feeling on the highway gets worse slowly enough that a lot of owners just get used to it.

This video covers replacing the aging RE front track bar with MetalCloak’s Durotrak upgrade. The Durotrak bushing is a vulcanized elastomer design that controls wander without adding the harshness of polyurethane or the maintenance cycle of a heim joint.

This is often the first MetalCloak part TJ owners install … because it makes a dramatic difference in daily driving feel, and it does it without forcing you to replace the rest of the suspension at the same time.

Product: MetalCloak Durotrak Front Track Bar
Vehicle: Jeep TJ/LJ with Rubicon Express suspension
Replaces: Rubicon Express front track bar
Solves: Axle wander, vague highway feel, worn bushings

Watch the Video & Read Full Transcript →

4. Rubicon Express Long Arm Upgrade Install

Once the track bar wakes up the front end, most TJ owners start looking hard at the rest of the system.

This video covers the upgrade from a Rubicon Express long arm system to MetalCloak … the full swap, including what comes off, what goes on, and what changes in the process.

The biggest difference is in the joints. Rubicon Express relied on conventional bushings that wear and deteriorate over time. When they fail, you’re rebuilding arms if you can find the right replacement parts … or replacing the arms altogether.

MetalCloak’s Duroflex joints are rebuildable, self-centering, and built for the kind of longevity TJ owners appreciate because they tend to keep their rigs for a very long time.

Upgrade Path: Rubicon Express long arm → MetalCloak Duroflex long arm
Vehicle: Jeep TJ/LJ Wrangler
Key Difference: Duroflex joints vs conventional RE bushings

Watch the Video & Read Full Transcript →

5. Ditch Rubicon Express for MetalCloak Duroflex Long Arm Suspension Upgrade

Same upgrade path … different angle.

This video focuses on the decision itself. Why do TJ owners make the switch? What symptoms tell you an RE kit has reached the end of its useful life? What does the MetalCloak Duroflex system actually change once it’s under the Jeep?

If video #4 is the “how to install it” video, this is the “why you should” video.

It covers the engineering differences between the two systems, the real-world performance changes owners notice, and what to expect from the swap in ride quality, articulation, and long-term durability.

Focus: Decision guide … why owners switch from RE to MetalCloak
Vehicle: Jeep TJ/LJ Wrangler
Covers: Symptoms of worn RE kits, engineering differences, performance expectations

Watch the Video & Read Full Transcript →

6. Rubicon Express Upgrade to MetalCloak Long Arm Kit

This is the third angle on the RE-to-MetalCloak swap … and the most complete step-by-step reference of the group.

If you’re serious about planning the project from start to finish, this is the one to study. Between videos 4, 5, and 6, you get the why, the how, and the full-picture walkthrough … enough information to plan the swap whether you’re doing it in your garage or talking through it with a shop.

Focus: Complete RE-to-MetalCloak long arm kit swap with full transcript
Vehicle: Jeep TJ/LJ Wrangler
Best For: Planning reference and install documentation

Watch the Video & Read Full Transcript →

Phase 3: Protection & Accessories

Steering is dialed. Suspension is upgraded. Now it’s time to finish the Jeep properly.

These final videos cover the pieces that protect the rig, solve common TJ ownership headaches, and make the whole build feel complete.

7. Winch Guard – Jeep TJ, LJ, YJ & CJ

If you’re running a winch on your TJ … and for the kind of trails these Jeeps end up on, you probably should be … the winch guard protects one of the most expensive recovery tools on the front of the vehicle.

This video covers MetalCloak’s winch guard for TJ, LJ, YJ, and CJ bumper systems.

A winch that takes a hard hit to the motor or solenoid is a winch that may not work when you need it most. The guard is simple insurance for a very expensive problem.

Product: MetalCloak Winch Guard
Vehicle: Jeep TJ, LJ, YJ, CJ
Purpose: Protect winch motor and solenoid from trail damage

Watch the Video & Read Full Transcript →

8. TJ/LJ Tub Mount Tire Carrier

The stock TJ spare tire mount becomes one of the platform’s most obvious weak points the moment you step up to a real-size trail tire.

The factory tailgate was never designed to carry the weight of a 35-inch spare. Swing-out carriers solve one problem but often create a few of their own … added weight, hinge stress, rattles, and one more thing to swing out of the way every time you need the back of the Jeep.

MetalCloak’s tub mount tire carrier takes the spare off the tailgate entirely and transfers the load into the tub structure instead of the hinges. The result is simple and satisfying … no sag, no rattles, no tailgate drama, and no swing-out arm to deal with.

Product: MetalCloak TJ/LJ Tub Mount Tire Carrier
Vehicle: Jeep TJ/LJ Wrangler
Solves: Tailgate sag, hinge stress, and swing-out carrier complications with larger tires

Watch the Video & Read Full Transcript →

9. Open Frame Tube Doors – Jeep TJ/LJ

This one is partly practical … and partly about what makes a TJ a TJ.

MetalCloak’s open frame tube doors for the TJ and LJ are aluminum, lightweight, and built to maximize trail visibility while still giving you a secure latched door. They fit the TJ/LJ opening directly with no modifications required.

On the trail, tube doors give you sightlines to the front tires and terrain that full doors simply can’t. On the road, they bring back the open-air feel that made so many of us fall in love with these Jeeps in the first place.

After spending all this time improving how the Jeep drives, it makes sense to improve how well you can see where you’re placing it too.

Product: MetalCloak Open Frame Tube Doors
Vehicle: Jeep TJ/LJ Wrangler
Material: Aluminum, lightweight
Install: Direct fit, no modifications

Watch the Video & Read Full Transcript →

Frequently Asked Questions

Is the TJ Wrangler still worth building in 2026?

Absolutely. The TJ is mechanically simpler than newer Wranglers, has fewer electronics to fail, and uses a solid front and rear axle design that remains one of the easiest Jeep platforms to modify and maintain. Used TJ prices have stabilized, the aftermarket is mature, and a well-built TJ still performs far beyond what most people expect. Many of the professional shops featured in our Rigs & Wrenches series still work on TJs alongside newer Jeeps.

How does MetalCloak’s T-link steering compare to Currie Currectlync?

Currie Currectlync is a strengthened Y-link. It uses better materials than stock, but it still uses Y-link geometry, which means it still creates toe change through suspension travel. MetalCloak’s HD steering is a true T-link design that separates the tie rod from the drag link and eliminates toe change entirely. It also uses one-ton tie rod ends, anti-flop drag link design, and extremely large tubing. Video #1 shows the difference side by side.

I’m running Rubicon Express. Should I upgrade?

If your RE bushings are worn, your joints have play, your Jeep wanders, or you’re spending too much time chasing replacement parts … yes. Videos 3 through 6 cover the full upgrade path from Rubicon Express to MetalCloak, starting with the front Durotrak track bar and moving all the way through a full long arm swap.

Does MetalCloak make a complete TJ/LJ suspension system?

Yes. MetalCloak offers short arm and long arm suspension systems for the TJ and LJ, including Game Changer kits with Duroflex control arms, True Dual Rate coils, Durotrak track bars, and RockSport shocks. Visit the TJ/LJ Suspension page for the full lineup.

Does the MetalCloak HD steering fit XJ, MJ, or ZJ?

Yes. The MetalCloak HD T-link steering system is built for TJ and LJ but also fits XJ Cherokee, MJ Comanche, and ZJ Grand Cherokee applications. Video #1 covers all compatible platforms.

Where can I download TJ/LJ installation instructions?

MetalCloak publishes detailed full-color PDF installation guides for every product. Visit metalcloak.com/installation-instructions to download guides for TJ, LJ, JK, JL, JT, Bronco, Toyota, Ram, and more.

Where can I watch all MetalCloak videos?

The MetalCloak Video Vault features 96 curated videos with full searchable transcripts … including the TJ/LJ platform videos and the comparison and upgrade content featured in this guide. The complete library of 800+ videos is available on YouTube.com/MetalCloak.

Nine videos. The steering system that ends the debate. The suspension swap TJ owners wish they’d done earlier. And the armor and accessories that finish the build on the Wrangler platform that started it all.

The TJ is simple by design. It rewards good parts and punishes bad ones … and after more than twenty years on the road and the trail, TJ owners know the difference.

We test it… we film it… we publish it.

Explore the Full Video Vault →