JL. JK. TJ. We know them all.
The Wrangler is the most modified vehicle in America and the one most likely to show up at a shop already half-built by somebody else. We see all of it — brand new JLs getting their first lift, JKs on their third owner, TJs being brought back from the dead.
Whatever generation you are on, the work is the same in principle: get the geometry right, get the steering tight, get it aligned, and don't sell you parts you don't need.
JL (2018 and up). The best-riding Wrangler yet and the one most people over-lift. Modest height plus the right shocks gets you 90% of what you want. Once you go past 35s, plan on gears — the 8-speed will hunt without them.
JK (2007–2018). The generation we see the most death wobble on, almost always from a track bar or ball joints that have quietly worn out under big tires. Also the generation where a tired front end gets blamed on the lift.
TJ (1997–2006). Coil sprung, simple, and rewarding to work on. Bushings, steering and brake lines are usually well past their service life by now. Worth doing properly — these are worth real money again.
YJ and older. Bring it in and let's talk. Leaf sprung is a different conversation and we will be straight with you about what is worth spending on.
It matters more than people expect. The two-door has a shorter wheelbase, which makes it livelier off road and twitchier on the highway — so steering condition and alignment are less forgiving. The four-door carries more weight, which loads springs, brakes and gearing harder.
Same kit on both does not give you the same Jeep. We spec for what you are actually driving.
What we don't do: state inspection, check-engine drivability diagnostics, or anything involving emissions equipment.
Year, generation, what is on it now and what you want next. We will tell you the smart order to do it in.