LJ Build Finale – RockJock Currectlync Steering System Install
Every lift and tire upgrade on your Jeep LJ puts extra stress on the factory steering. The thin stock tie rod and drag link were never designed for 35s, rocks, and the kind of abuse a built Wrangler sees on the trail. In the final part of the Core 4x4 LJ build series, Spence wraps the project by installing the RockJock Currectlync CE-9701 heavy-duty steering system—a completely bolt-on kit that replaces the factory tie rod, drag link, and steering stabilizer bracket with components rated 200 percent stronger than stock.
Why the LJ Needs a Steering Upgrade
The factory TJ/LJ steering uses a hollow tie rod and a stamped drag link. At stock height with factory tires, they do the job. Add a lift, bigger tires, and off-road use, and those components become the weak link in the entire front end. Symptoms include:
- Death wobble – the violent oscillation triggered by a bump at highway speed, often traced back to worn or undersized steering joints
- Wandering on the highway – the steering feels vague and requires constant correction because the tie rod flexes under load
- Bent tie rod or drag link – a single rock strike can permanently bend a hollow factory bar, pulling the alignment out
- Worn tie rod ends – the factory ends are small and non-greasable, so they wear out quickly under the added weight and leverage of oversized tires
The Core 4x4 LJ build already has a 3.5-inch lift kit, GenRight aluminum fenders, and upgraded suspension components. The last piece is steering that can handle everything else the Jeep has been built to do.
What Is in the RockJock Currectlync CE-9701 Kit
The Currectlync CE-9701 is a complete steering replacement kit. Everything you need to remove the factory steering and bolt in the upgrade is in the box:
- Tie rod assembly – 1-1/4-inch diameter solid alloy steel bar with forged, greasable tie rod ends (22mm x 1.5 RH/LH threads) and premium adjusting clamps
- Drag link assembly – 1-1/4-inch diameter solid forged steel bar with forged, greasable drag link ends (1-1/8-inch-16 RH/LH threads) and premium adjusting clamps
- Steering stabilizer shock bracket – heavy-duty U-bolt style bracket (1/4-inch laser-cut steel, zinc plated) for your factory stabilizer or an upgraded Rancho RS5000
The entire kit comes painted black and ready to install. All four rod end tapers match the factory steering knuckle tapers, so there is no drilling, reaming, or modification required—it truly is a bolt-on install.
Stock vs. Currectlync: A Side-by-Side
The difference is immediately obvious. The stock tie rod uses a thin, stamped adjuster sleeve that flexes under load. The Currectlync uses a forged steel adjuster with a premium clamp that holds adjustment and does not move. The tie rod itself jumps from a hollow factory tube to a 1-1/4-inch solid alloy steel bar—there is no comparison in strength or rigidity.
Installation Overview
The Currectlync kit is designed as a direct bolt-on replacement. No cutting, welding, or drilling is needed. The basic steps are:
- Remove the factory tie rod and drag link. Separate the tie rod ends from the steering knuckles using a pickle fork or tie rod puller. Disconnect the drag link from the pitman arm and the passenger-side knuckle.
- Remove the factory steering stabilizer bracket (if installed). The Currectlync kit includes a new heavy-duty bracket.
- Install the new drag link. Connect the pitman arm end first, then the passenger-side knuckle. The drag link adjusters let you set toe once everything is hand-tight.
- Install the new tie rod. Connect both knuckle ends and set the initial length to match the factory tie rod measurement or your alignment shop’s specs.
- Install the steering stabilizer bracket. The U-bolt bracket mounts to the new tie rod bar and accepts your factory stabilizer shock or a Rancho RS5000 upgrade.
- Torque all fasteners and install cotter pins on all four tie rod ends.
- Grease all four rod ends via the zerk fittings before driving.
- Get an alignment. The adjustable tie rod and drag link let the shop dial in toe and center the steering wheel precisely.
Key Install Details
The Steering Stabilizer Bracket
The included stabilizer bracket replaces whatever setup you had before. It uses a U-bolt design that clamps around the new tie rod bar, with a stud for the stabilizer shock eye. The bracket hardware is zinc plated for corrosion resistance. You can reuse your factory stabilizer shock or upgrade to a Rancho RS5000 (CE-9170SD1).
Drag Link and Tie Rod Connection Points
The drag link connects your pitman arm (which comes off the steering box) to the passenger-side steering knuckle. The tie rod connects both knuckles together. All four ends use forged steel rod ends with greasable zerk fittings. This is a significant upgrade over the factory ends, which are not serviceable—when they wear out, you replace the entire assembly.
With the Currectlync kit, you simply grease the rod ends on a regular schedule (every oil change or before every trail run) and they last significantly longer.
Fitment Notes
- The CE-9701 fits 0 to 4 inches of lift out of the box.
- For lifts between 5 and 6 inches, you need a 2-inch dropped pitman arm.
- All vehicles require a 2-inch bump stop extension over stock, regardless of lift height. This prevents the tie rod from contacting the differential housing at full compression.
- The kit fits factory Dana 30 and Dana 44 differentials, or aftermarket axles that retain the stock outer steering knuckles.
- All four tapers are stock-size. If your knuckle tapers have been drilled out or enlarged for a different steering setup, this kit will not be a bolt-on install.
Component Specifications
| Component | Specification |
|---|---|
| Tie Rod | 1-1/4 in. diameter, solid alloy steel |
| Tie Rod Ends | 22mm x 1.5 RH/LH threads, forged steel, greasable |
| Drag Link | 1-1/4 in. diameter, solid forged steel |
| Drag Link Ends | 1-1/8 in.-16 RH/LH threads, forged steel, greasable |
| Stabilizer Bracket Plate | 1/4 in. laser-cut steel, zinc plated |
| Strength Rating | 200% stronger than factory |
| Finish | Gloss black paint (steering), zinc plating (bracket) |
The Finished LJ Build
With the Currectlync steering installed, the Core 4x4 LJ build is complete. Over the course of this series, the Jeep received:
- GenRight aluminum fenders and fender liners – lighter, tougher, and more tire clearance than stock
- 3.5-inch lift kit – Core 4x4 coils, adjustable control arms, and extended brake hoses for the front and rear
- RockJock Currectlync steering system – the heavy-duty tie rod, drag link, and stabilizer bracket covered in this final video
The result is an LJ Wrangler Unlimited that is built from the ground up for trail duty without compromising daily drivability. The steering no longer feels vague or sloppy—inputs are crisp, and the front end tracks straight on the highway. On the trail, the 1-1/4-inch solid bars shrug off rock strikes that would bend or break factory components.
Why This Steering Upgrade Matters
The steering system is the link between your hands and the trail. Every other upgrade on the Jeep—the lift, the tires, the control arms—puts additional stress on the tie rod and drag link. Running big tires on a built Jeep with factory steering is like putting racing brakes on a car with bald tires. The weakest component determines the limit of the whole system.
The Currectlync kit eliminates that weak link. At 200 percent the strength of stock, with solid bars instead of hollow tubes and greasable forged ends instead of disposable factory joints, this is steering that matches the rest of a properly built LJ.
