I Fixed My Jeep’s Worst Problem With Steer Smarts – Here’s What Changed
Join Tony for a deep dive with Jay Voltovan, General Manager at Steer Smarts, the aftermarket leader in Jeep steering upgrades that fix death wobble on Wranglers and Gladiators. They break down the real causes of that insecure, numb steering feel and why the track bar is often the biggest offender on JL and JT models. Hear about heavy-duty forged components, sector shaft braces that firm up the wheel, and the brand-new RōMR suspension systems designed for better everyday driving and moderate trails. This episode is packed with practical advice on upgrading piece by piece so your Jeep tracks true and feels solid on the highway or the trail.
Timestamps
Key Highlights
- Understanding death wobble: what it really is and how frequencies build in the system
- Why the factory track bar causes wander and numb steering on JL/JT Jeeps
- Sector shaft brace and other upgrades for a firmer, more confident drive
- Introducing the RōMR chassis systems with 2.5″ and 3.5″ lift options
- Budget-friendly starting points and Tony’s real-world install experience on the Gladiator
If this helped you get a grip on your Jeep’s steering, smash that like button, drop a comment telling us your biggest death wobble or wander story, subscribe for more real Jeep talk, and visit steersmarts.com for the full lineup.
Support the Show & Shop Jeep Gear Thank you for watching and listening! If you enjoyed the conversation with Jay Voltovan from Steer Smarts and Tony from the Jeep Talk Show, consider checking out some of the great products and upgrades we discussed.
Steer Smarts YETI XD JL/JT Front Adjustable Track Bar
View on Amazon
Steer Smarts YETI XD JL/JT Sector Shaft Brace
View on Amazon
Supporting the Jeep Talk Show helps us keep bringing you these in-depth interviews and community stories. Shop through our Amazon link at jeeptalkshow.com/amazon — it costs you nothing extra and keeps the show rolling. Thanks for being part of the Jeep family!
Episode Transcript
[00:00:00:06 – 00:00:27:10]
Hi, Neil, boys and girls, it’s time for another Jeep Talk Show interview and we’re going to have a repeat offender. Although I don’t think you were offensive last time, I think. But anyway, a repeat offender. Hey, it works for America’s most wanted Jeeps, right? I mean, being an offender is good. It helped Tim Allen, you know? So anyway, we’re going to be talking with Jay. Jay Voltovan is the general manager. Did I get that right? Is it Jay Voltovan? You got it.
[00:00:28:23 – 00:00:47:07]
I got to believe in myself. Jay Voltovan is the general manager at Steersmart, the industry leader for aftermarket steering and suspension upgrades for Jeeps, Ford Broncos, Boo, and trucks. Since jumping on board back in 2016, he’s been steering the ship, pond intended. How many times a day do you use that one? That’s a good idea.
[00:00:48:10 – 00:01:39:02]
Growing the brand, rolling out fresh product lines, teaming up with Epic SEMA builds. Think of those badass collabs with Jeep and Mopar and launching stuff like the No Drill Top Mount, Griffin Attenuator, and the new Romar Suspension brand. As a true car guy from Detroit area with deep roots in the industry, the performance aftermarket Jay is all about pushing innovation, keeping quality high, and making sure off-road fans get steering that handles the real world and makes every drive more fun. You can find out more about Steersmart and Jay over at steersmart.com. I would go there now and just kind of peruse the Steersmart stuff and enjoy looking at it, and you can look it up as we’re talking about the various things. So I wanted to ask you first off, this intro says something about coming up with new ideas.
[00:01:40:04 – 00:02:05:11]
And I think you’ve experienced this, at least in the last interview that we did, which by the way, that last interview was August 2024. And if you guys want to watch that or listen to it, just do a search for ultimate Jeep steering upgrades with Steersmart’s fixed death wobble on Wrangler and gladiators. I just got the attention of a lot of people when I said fixed death wobble. We’re going to talk more about that. But anyway, so you know how I come up with ideas, especially like the Jeep Talk Show million other ideas.
[00:02:06:16 – 00:02:19:13]
I think it would be different if I was being held accountable for those ideas, because I would imagine that you hear a lot and think a lot and go, you know, they’d be neat. And especially that your team, you know, it’d be neat if we did this.
[00:02:20:28 – 00:02:38:22]
How difficult is it to weed through? Because you have to look at it from a manufacturing standpoint. You can’t just say that would be neat to do. How many people are going to buy this in reality? What’s it going to cost us to do it? Do we have the manufacturing capabilities of doing this? And what’s the risk? I mean, just coming up with bullshit ideas like I do is really easy.
[00:02:39:29 – 00:03:12:25]
Ideation is very, very fluent, right? A lot of ideas out there. But yeah, the vetting process and the development process is really that’s where we really hone in on it. So our product development teams, they’re awesome, right? And we’re going through and we’re vetting out feasibility first and checking to see if manufacturability is there. Do a spot check on that. And then, of course, the business case side of it, right? Do the numbers line up? Does this make sense? Is there enough market out there for a product to come to market and be successful?
[00:03:14:00 – 00:03:19:00]
So we’re looking at all avenues before we really invest and dive into it.
[00:03:20:06 – 00:03:33:07]
Have you had one? I’m sure you did the whole process, but have you had one or somebody came up with an idea that you just went and it just was like, this is a no brainer. Why did we do this before? And it was just a clean sale all the way through lined up perfectly.
[00:03:35:22 – 00:03:43:28]
I mean, there’s I don’t know that everything that anything is ever just a perfect thing. There’s always something along the way that you’re learning from, right?
[00:03:45:01 – 00:04:08:26]
But we’ve had a lot of successes. I mean, the tie rod program and drag link program initially when we started that wasn’t a whole lot out there. Everything was off short. We brought a lot of what we learned over years and years of doing tie rods for the OEs into an aftermarket space and then being able to forge those components stateside and our forge, being able to do all the assembly in house on the sockets.
[00:04:11:10 – 00:04:15:20]
The design work, every aspect of that start to finish again is our product development side.
[00:04:17:12 – 00:04:29:05]
Very little outsourced if any. I think the most outsourcing that we do is certain proprietary coatings maybe where there’s environmental hazmat risks if we do it in house.
[00:04:30:24 – 00:04:33:28]
But other than that, I mean, we try to build everything in house that we can.
[00:04:36:11 – 00:04:46:29]
But bringing that stuff to market was a pretty big boost to us, right? That’s what started really the Steersmartz brand was the original linkage line for the JK.
[00:04:48:21 – 00:04:57:03]
And that one went pretty seamless. I mean, it was pretty solid all the way through the OE plant, the OE forge.
[00:04:58:08 – 00:04:59:28]
That one was really good.
[00:05:01:04 – 00:05:16:25]
Sector brace, same similar type thing I went through. I mean, we’ve had some really good product launches, but you always do definitely pick up stuff along the way. And there’s always got its interesting little bumps occasionally here and there. Oh, I’m sure.
[00:05:17:26 – 00:05:32:08]
So if I remember our last conversation, you guys are actually part of Ford or I’m sorry, not part of Ford, but your parent company provides OEM stuff for Ford for like 100 years or something, right? They did. Yep.
[00:05:33:14 – 00:05:40:11]
They were, they’ve been around since 1909, roughly timeframe.
[00:05:41:18 – 00:05:54:13]
And they were delivering, I think it was forged bow rods or pins and stuff like that to Ford for the Model T. And then they got into pitman arm business and linkage sets.
[00:05:55:29 – 00:06:28:10]
But now it’s a tier one OE for GM Ford Chrysler, primarily a lot of second stage manufacturing or tier two manufacturing as well for the OEs. So they do a lot of stuff. So Steersmart has a lot of history making the front end steering components. Really, I mean, really literally goes back to the turn of the century, last, yeah, last century’s turn of the century. So you guys have a lot to offer for Jeepers and for Broncos. I made a boo in there, but you know, there’s people with Broncos. That’s all right.
[00:06:29:22 – 00:06:57:05]
So the thing I was going to ask you is you guys recently got into something new. Oh, I know what I was going to say. Jeep kind of gave you, you mentioned the JK and it reminded me, Jeep kind of gave you a give me whenever they came out with the JL, the JLU’s, the JT because, and I have seen people complaining about death wobble on TikTok and Instagram, and I don’t do anything fancy. I just type in steersmart.com.
[00:06:59:13 – 00:07:43:14]
So it’s just like, this is easily fixed. And I made the comment last time, Jeep needs to do OEM stuff from you guys. Just do it right. And you know, and not have to worry about this because it makes people feel bad about their Jeep. This Jeep is a piece of shit. It doesn’t, I mean, the gladiators, they wander over the road and that just doesn’t feel right. If you’re not used to Jeeps, especially modified Jeeps, it just doesn’t feel right when that happens. And if you’re not used to the smooth and hardly touching the steering wheel, you don’t like the Broncos because the Broncos are more of a highway on road vehicle to me than an off-road. So they set it up nice and light and airy and do all those fancy things. And I always tell people buy a Cadillac if you need something like that.
[00:07:44:22 – 00:07:53:27]
But you guys fix that stuff. And I want to mention that because that’s important to a lot of people out there. It’s not even death wobble. It’s just an insecure feeling in steering.
[00:07:55:03 – 00:07:58:02]
It is. It’s that numb feeling in the steering wheel.
[00:07:59:22 – 00:08:06:29]
And again, I mean, from an OE standpoint, at this point in time, it probably doesn’t make sense for them to switch. They’re so deep into it.
[00:08:08:23 – 00:08:24:26]
It’d probably be pretty costly for them to do so, right? But that’s where we can step in. So from an aftermarket standpoint, we can remedy a lot of the negative sensation people have when it comes to drivability and steering on their Jeep Wrangler.
[00:08:26:13 – 00:08:47:19]
With the heavy duty components that we have, I mean, we reduce a lot of frequencies going through the system. We firm up all that steering wheel feel, really tighten everything up, make it drive the way you initially envisioned your Jeep driving, even with the addition of a lift kit and bigger tires. So offsetting that additional weight and higher center of gravity. Right.
[00:08:48:26 – 00:09:16:07]
And you guys, if I remember correctly, you guys got a JL shortly after they came out. And I think it took you 500 miles to get death wobble. It did. Yeah. Yeah. 500. Brand new off the lot. One of the first JLs that was produced. And yeah, it was a rough one. And it was the best case scenario too. It was the, not even a sport S. It was a sport, no power or anything.
[00:09:17:25 – 00:09:25:29]
I think it was 16 inch steel wheels on it. It was supposed to be the best candidate for no death wobble and it had death wobble.
[00:09:27:22 – 00:09:51:20]
And I believe that one of the things that you had stated was that it was not, because I was really impressed with the size of all the components on the Gladiator. I thought maybe Jeep had learned their lesson. And then I think you pointed out to me that it’s not the apparent size, it’s the thickness of the material and that allows it to twist and deform enough to cause the death wobble. Yeah. Deflection is a big part.
[00:09:52:29 – 00:10:39:20]
So when they’re going to lighter weight components, everything is more of a tube or a hollow design and they’re doing it for not just a small section of it, which would have a relatively rigid point in it. When it’s the entire bar, you have a lot of place in there over a longer distance, more deflection going through it, which is going to create more harmonics. And the worst offender of it is probably the track bar. The current level JLJT track bar from the factory is probably most of the numb sensation that you get while driving your Jeep and that axle shifting underneath it. And that’s really what we came in with. We came in with a huge solid forging.
[00:10:40:27 – 00:10:44:06]
Our foraging is, what do we add?
[00:10:45:24 – 00:10:48:29]
Almost a two inch solid bar for our foraging.
[00:10:50:05 – 00:11:03:11]
So it’s not deflecting. It’s the equivalent of a class A motorhome foraging. It’s heavy too. I had to use a jack stand to hold up one end while I was hooking the other end up. I’ve never had something that heavy duty before.
[00:11:04:18 – 00:11:20:08]
So I think there’s a bit of misunderstanding about death wobble because people will talk about death wobble sometimes. They’ll show a video on social media and they’ll show the steering wheel going like this. And I’m going, that ain’t death wobble.
[00:11:21:16 – 00:11:22:04]
That’s a little wiggle.
[00:11:23:07 – 00:11:29:07]
Death wobble is really easy to identify. If you think you’re going to die, that’s death wobble.
[00:11:30:08 – 00:11:43:09]
Do you mind explaining to the folks that maybe they think they’ve got death wobble, that they want to fix this? Yeah, it’s just, I mean, death wobbles a frequency running through this system, the steering system that’s perpetual. It’s going to build.
[00:11:44:11 – 00:11:51:08]
And really the only way to counteract that is to induce some other type of frequency into the system. So it’s additional drag.
[00:11:52:16 – 00:12:08:10]
If you think of a scrub on the steering, the highest drag point is when you’re static, not moving, standing still. And you’re turning your steering wheel left to right. That’s the most force input into the steering system.
[00:12:09:20 – 00:12:16:25]
So naturally as you’re driving, if you do hit a frequency, that’s going to perpetually build throughout your system and oscillate left or right.
[00:12:17:28 – 00:12:22:14]
The best thing to do is to induce additional force. People swear that you can drive out of it.
[00:12:23:25 – 00:12:44:03]
Probably don’t recommend trying to do that. Probably try to- We die like men. Yeah. If you do a slower speed, that’s going to induce more resistance into the system. That’s going to counteract the frequency and tone it down. Eventually it’ll go away. Yeah, I’ve often said it’s all about the harmonics and you can change the harmonics by going faster or slower.
[00:12:45:08 – 00:12:53:19]
I think the only one that might do it faster, might actually try it would be Greg Hidderson. I’m sure Greg’s not in. Power out. Yeah, power out. Screw it.
[00:12:54:23 – 00:12:55:16]
All right. So there’s wiggles.
[00:12:56:16 – 00:13:06:16]
There’s a little bit of wiggle and I think that that’s not full blown death wobble, but it is a symptom of maybe a full death wobble coming up. Would that be correct to say?
[00:13:08:02 – 00:13:21:22]
It could be a trigger, right? It could be a trigger to a death wobble. So again, it’s always, you’re trying to find the trigger points that are going to cause a frequency or allow a frequency to build in the system.
[00:13:23:05 – 00:13:26:20]
Worn out joints, worn out bushings, things like that.
[00:13:27:25 – 00:13:38:12]
Out of round tires, out of balanced tires, anything that can allow a frequency to build through unwanted motion or uncontrolled motion in the system.
[00:13:39:27 – 00:13:53:08]
Motion in the system is not bad. Compliance is not a bad thing. Compliance will contribute to longevity of parts. It’ll contribute to comfort. There’s a lot of things that you want some level of compliance to.
[00:13:54:25 – 00:14:28:19]
It’s the uncontrolled movement that’ll start to induce frequencies that are unwanted through the system. So if you’ve got a little bit of a shimmy, if you’ve got a bad out of balanced tire, that can essentially expose an area that’s maybe allowing more frequencies into the system and then that builds like a tuning fork. It’s like tapping a tuning fork onto a hard surface. It’ll start to build and perpetually go until you basically counteract that force, you grab it, you hit it against something else, and then it’ll disrupt that frequency and tone it down.
[00:14:30:06 – 00:15:06:26]
Would I be correct in saying that the more often you have death wobble and you just live through it, you slow down and you go on, that that has a tendency to weaken components and make the death wobble come about more often? It is definitely inducing more wear just because of the intensity of it. You got the weight of the wheels and the tires on each side. When those are oscillating hard left to right, it’d be the equivalent of you driving down the street and jerking left to right, left to right, left to right constantly. That’s obviously going to induce more wear into your sockets, your joints, your bushings.
[00:15:08:04 – 00:15:25:27]
Put more things in a bind. Your control arm bushings are going to be more in a bind going from left to right to left to right in a lateral motion. The shift of the axle under the vehicle is going to be put in more stress and bind onto the track bar bushings. It definitely is going to contribute to accelerated wear on the components.
[00:15:27:06 – 00:15:30:21]
You correct me on any of this stuff because this is just my personal experience.
[00:15:32:13 – 00:15:43:06]
To fix … Okay, we’ve talked about what the death wobble is and why fixing it is a good idea besides just feeling better about the quality of ride and the safety of driving your Jeep.
[00:15:44:10 – 00:16:18:09]
It’s better … I think what I’m hearing, and this is the direction I was going, it’s better to take care of it sooner than later because it’s going to be better parts-wise … Absolutely. … the other parts that you’re not replacing. So, sooner is better. Now, on Steersmart, I don’t think you guys have a kit, a full kit, do you? You buy everything individually? We kind of put everything together out of cart just because we want to build something that’s kind of catered to the vehicle itself. There’s so many variables when somebody’s building a Jeep, right? What lift kit, what size lift kit, what size tires.
[00:16:20:01 – 00:16:40:14]
Not only that, then what’s their budget? Can you afford to put everything on at once or do we start with the most likely component that you want to start with? Something like a track bar, which we know is a big open area from the factory. Start there and then start to build outwards. Perfect. That’s exactly where I was going with this. Yeah.
[00:16:41:22 – 00:16:45:02]
I didn’t want to pigeonhole somebody and say, “Hey, you got to buy this $1,200 kit.”
[00:16:46:07 – 00:17:40:08]
And that’s the only way you can do it. No, everything is custom tailored to the vehicle that it’s going on as far as if you want to go a top mount, if it’s a bottom mount, are you going with a polyurethane bushing that has a little more articulation in it or it’s mostly street driving, you’re going to go with more of a rubber bushing, has a little more compliance in it that’s going to be a little more comfortable ride. So we want to make sure we have options for all the variations. Right. So that means my next question for that would be, since you could buy piece by piece, and I believe you already stated this, it probably would be best to go to mechanic and let them identify what part it is, but you could go and was it the track bar that’s the most common issue on the JL and the JT? Yep. So you could just get the track bar either to install it yourself or have it installed and then see if that takes care of your problem. You could.
[00:17:41:14 – 00:18:14:11]
And really even to think about it as, I mean, the best way I would recommend going about it too is looking at it more of prevention style. Yes. Do it before you have it. That’s a great idea. Right. Because it’s just the oscillation and the frequencies through the system. It’s a solid axle vehicle in the front. It’s always going to have a window of opportunity to have frequencies run through it. It’s the nature of solid axles. Absolutely. I’m glad you mentioned that. It’s inherent in the design.
[00:18:15:16 – 00:18:18:26]
So what we’re trying to do is narrow that window.
[00:18:20:05 – 00:19:30:26]
Can we take it from happening one out of 20 times, one out of 30 times? Can we narrow that down to say one out of 100 times, one out of 200 times, one out of a million times? Right. There’s still a chance that this could happen if you hit just the right pothole, the right angle, trigger the right frequency, that it could still go. Well, you guys don’t do anything about tires. You don’t do anything about discount tire balancing the tire, how many weights they use or how many fell off. So there’s several things that can occur. You can only do so much with the suspension, but that other stuff is easily taken care of. You can get your tires rebalanced. Yeah. So the biggest thing we want to do is try to close the window of opportunity of it happening. Right. So we’re going to strengthen the components that are most exposed to having a frequency go through. Like I said, the track bar is probably a great place to start. Pair that with something like the sector shaft brace so you take out any additional strain into the steering gear that’s going to firm up the wheel. And then you start checking off a drag link in there, a tie rod, adding a little bit more drag into the system with a good stabilizer.
[00:19:32:11 – 00:19:43:11]
These are going to be preventative measures to make sure that you don’t run into a death wobble. And then you’re not worried about going further out into the chassis of wearing out control arm bushings, wearing out ball joints.
[00:19:44:22 – 00:21:23:27]
It’s more of a preventative measure. So at the same time, it’s going to be, you’re going to notice an instant seat of the pants feel difference. It’s going to drive like a new vehicle. It’s going to feel firm. It’s going to feel more performance oriented, the dynamics in the chassis. That’s really what we’re really looking for. So for those of you that don’t know what a sector shaft brace is, where the steering box comes down, there’s a little spline that drops down. It’s basically just a round piece of metal that has some gear marks type in it. And the pitman arm goes on that. So when you’re steering the thing back and forth, you’ve got the weight of the whole front end, the tires against a rock or whatever. So it has a tendency to deflect that steering piece hanging down. And with the sector shaft brace that you can put on there, you bolt that thing up, not the turning part, but you bolt that thing up so that it has less deflection. It gives you a more solid feel. So and that includes going off road. So when you turn that thing, you don’t have to worry about maybe breaking it off the frame because now you’ve got some extra force there holding it on. If you’ve ever been in a frameless and shameless vehicle, putting a sector shaft brace on makes a world of difference. I mean, when I put one on my XJ, not from you guys, but put one on my XJ. Oh my God, it was it was amazing. I mean, they even went from the not the frame, I don’t want to say frame, but basically the frame from one side to the other. So they braced it not only where it was attached, but all the way across the other side. Which you know, if you don’t have a frame, I can certainly understand why you would do that.
[00:21:24:28 – 00:21:38:09]
It really makes a big difference. And it’s in the quality of the feel like you say, the seat of the pants feel you have that quality. You’re steering it and you just feel more confident driving your right. Yeah, even even a new vehicle right off the lot.
[00:21:39:29 – 00:22:51:19]
It’s going to it feels it feels OK. It doesn’t feel terrible, but you still have a little bit of maybe dead space at the very top center of the wheel. So it might feel like you have a little bit of input before it hits an engagement point left to right. And that’s that’s a lot of the deflection in the box. And that’s where the steering braces, this sector gear brace is really going to really going to firm that up. It’s going to make it feel more like a traditional rack and pinion vehicle instead of an actual vehicle with the reciprocating ball steering. I just want to jump in here and mention this. Jay, the last time we did the interview back in 2024, he very graciously offered me all steering components from the 2021 Jeep Talk Show Gladiator. I have never experienced any other manufacturer because why? I mean, I got steer smarts. It works great. But I just want to make sure everybody understands that Jay sent me a bunch of great stuff to install on the the Gladiator. And Jay, it took me two freaking days. Not because it’s difficult, but because I’m old. I hurt so bad. It was really just from getting up and down.
[00:22:53:02 – 00:25:11:03]
So anyway, I got that stuff installed. The little bit of a wiggle that we were getting went away. My wife was very happy because she has to have a very solid driving vehicle. She does not like death wobble. She had it in her T.J. years ago and she doesn’t like it. But with that, I just wanted to go to a third party and find out what the third party has to say about steer smarts. And you guys know where I went. I went to Grock. I was telling Jay about this. He goes, you should have had the unhinged Grock say this. I thought it’s a great idea. I just didn’t think about it ahead of time. Anyway, Grock says steer smarts generally rate very high among Jeep owners, especially for those running two to four inch or more inches of lift. Bigger tires, 35 to 37 or plus. Key points from user feedback, forums and reviews. Their official site and retailers show strong customer satisfaction with an average around 4.8 out of five stars based on hundreds of reviews. Example like on judge.me for steer smarts.com. Specific products like the Yeti XD series, Tyrods, drag links and stabilizers often get praise for being beefy. Second, that everything is very beefy, durable and transformative, transformative people. That means that it makes a big difference to you. Many users describe night and day improvements in steering feel, reduced vibration, better tracking and less driver fatigue. On Jeep forums like JL Wrangler forums, Jeep Gladiator forum, Wrangler forum and the various Reddit Jeep sites or whatever they’re called, the owners frequently recommend steer smarts over competitors like Metalcloak or Synergy for high performance setups. Comments, highlights, rock solid performance on trails, highways and with heavy mods. That’s I think that’s important because once we get started, we have a tendency to go overboard and you might as well put some stuff on there that will handle the heavy mods. No major widespread complaints about failures when properly installed. Steering stabilizers, the HD-N or Yeti XD HD-N are often paired with their attenuators or full kits that get solid markets as upgrades over stock with users noting smoother street matters, less push pull and good compatibility.
[00:25:12:22 – 00:26:00:20]
So I mentioned I think I mentioned this before we maybe I mentioned it when we were talking. The the Gladiator has a tendency to wander on the highway it and you have to kind of like babysit it because you know you don’t want to like trash that Prius that’s next to you. Oh, I didn’t see you. Sorry. It’s like speed bump. So what what part fixes that wandering? What part do you sell or parts do you sell that fixes that wandering? I mean, the track bar definitely plays a big part in that sector brace because it’s firming up that steering gear right that top center. So it doesn’t feel like you’re kind of chasing the steering wheel. Some of that you’re not going to be able to 100 percent correct if you have big tires, right? Wider tires are going to catch more of the road grooves that are just naturally, you know, there you’re going to catch the crown a little bit more.
[00:26:02:11 – 00:26:25:05]
But I would I would definitely start with again, I’d err on the track bar side. That’s your axle shifting underneath it and your body weight is going to follow. And then the sector brace from that little bit of kind of dead area or numb feel up at the top. Right. That’s going to make you chase in the steering wheel and then probably your drag link tie rod after that, you know, the combination of those will really start to firm that up.
[00:26:26:14 – 00:26:27:17]
It’s going to be the big thing.
[00:26:29:19 – 00:27:58:24]
Also, too, and I didn’t really think about this. I knew that the rear of the gladiator had a track bar. But when you were talking about sending me a boatload of stuff, you said, oh, I’m going to send you a rear track bar as well. And I went, eh, worry about that. And but I didn’t realize this. It makes sense. Whenever you put a lift on the gladiator, you’re changing. I mean, that that track bar is not adjustable. So it’s actually moving the back of the vehicle over a little bit. I think you mentioned a quarter inch at the time, which isn’t a lot, but you might as well have it lined up, right? Yeah. So keep that in mind. If you have a gladiator, you might want to look at the rear track bar as well. Super easy install, two bolts, and it’s adjustable. The only thing I’ll recommend after spending probably an hour or so under the gladiator adjusting the track bar for the front, grease it up. I don’t have to worry about rust and stuff down here in southeast Texas. So I didn’t mess with it. But if I put some of that slather on some of that, that silver goo, you know, that gets all over you, I think it would have been a lot easier to adjust that track. Yeah. A little bit of number of seats goes a long way for sure. Yeah. Anti-seize. That’s all right. Thank you. All right. So, uh, I think we’ve answered this. If you’ve got, um, if you’ve got, uh, um, death wobble, uh, or better yet, before you get it, uh, upgrade your components and, uh, are we saying, I mean, I think I said track bar, are we saying more than track bar, or is that the best way to go? I mean, I think you also wind up replacing all of it, but the money may not be in the budget.
[00:27:58:24 – 00:28:32:11]
Hey, new to the Jeep Talk Show, we’ve been doing this for 16 years since December 2010, with 1,500 episodes available on YouTube and everywhere you can find great audio-only podcasts. Real Jeep Talk mods, trail stories, and the community that makes it worthwhile. Want to help keep it going? A Patreon membership starts cheaper than one Uber Eats order. Or if money’s tight, no problem, just hit the like, drop a comment, or tell a friend. It only takes a moment to support the show you love, the Jeep Talk Show.
[00:28:33:22 – 00:29:39:29]
So if, if you’re, if you’re trying to do this on a budget, I would start with a track bar and then a sector chef brace, those are the best two things that you could do, uh, to really prevent any type of frequencies going through the system, but also just to firm up your steering and make your Jeep a little bit more enjoyable to drive. Uh, those two things start there. Then from there drag Lincoln Tyrod and then, uh, you know, an upgraded stabilizer at that point, which induces a little bit of drag into the system. Um, but exactly, you know, that would be the formula I would take if you’re trying to do it more preventative, if it’s something where you have a death wobble, you need to identify where it’s coming from. Um, probably don’t just start throwing parts at it because there’s a good chance you miss where it’s coming from. Try to diagnose first, identify it, retork your ball joints, double check all the torques on all the components, uh, check for movement in any of the components, check for worn out bushings in any of the components, things like that before you go throw money at it.
[00:29:41:03 – 00:30:28:11]
But from a good, just, I want my Jeep to drive better and I’m on a budget for roughly about $600, $650. You could do a track bar and do a sector shaft brace and night and day difference on the drive ability of that vehicle. And I will say, uh, with, uh, with all the stuff that you sent me, I was really happy that the steering stabilizer and the steering stabilizer amount was not low like the factory. It’s a higher, we bring everything up higher. So it’s out of harm’s way when you’re doing some off-roading. Yeah. So I took that factory, uh, uh, uh, uh, steering stabilizer that had the big dent in it. And that was from the one time I let Josh test this play, play with the Jeep a little bit off-road. He’s the one that did that. I know.
[00:30:29:15 – 00:31:26:05]
But anyway, that one’s off of there and I’ve got the, the steer smarts one up there and I made sure I put the, the steer smart sticker on it because it’s got to look all nice, you know? Awesome. Yeah. And, uh, so by the way, your stuff looks really good. I mean, you even have caps for the, the, the TREs that you could put on there that as far as I can tell, serve no purpose other than to make it look nice. Yeah. It’s all about preserving it and making sure it’s nice. That’s the little detail. I mean, because a lot of people say, oh, that, that, that bullshit is important. I don’t need my Jeep to look nice. I don’t think that you, you have to have an ugly Jeep to be an off-road Jeep person. You can have a nice looking Jeep and there’s nothing wrong with it being, uh, pretty and functional. That’s right. We try to do both and then we try to accommodate different environmental, you know, areas throughout the U S. I mean, we’re up here and, you know, kind of the Northeast and we get a lot of, a lot of snow, a lot of salt. A lot of margaritas. Oh yeah.
[00:31:27:20 – 00:32:07:15]
And then, you know, you down there, it’s nice and dry compared to up here. Yeah. Yeah. I think it’s almost like a California, like getting a California vehicle. You, Southeast Texas is about the same way. Yeah. All right. So, uh, let’s, let’s switch gears to the Romer. Is that right? Romer? Yeah. R O where was it? I had here, here’s R O M R R little O with a, was that a NINYA? Uh, capital M R. So I thought that was really, uh, really excited when I saw this. I think I first saw it on Instagram. Uh, you guys were at an event or something when you, when you rolled this thing out, weren’t you? Yeah. So we’d launched it at SEMA 2025. Couldn’t remember which one.
[00:32:08:18 – 00:33:37:10]
Yeah. So we came out with the Romer brand. Uh, it was really a way to, to broaden our product line. So Romer is dedicated towards expanded chassis offerings, like suspension components, um, correction brackets, things like that. I thought it was a natural. I’m sure you guys did too, because you know, you got the suspension stuff down. Um, and I mean, even Grok lights it likes it. Um, but this is a, another, uh, avenue. And I would think that people would consider if they know a steer smarts either were the, they, they already have it, uh, or they’re, they’ve got to, they’ve got to jeep. They’ve heard a lot of good things about steer smarts. I think the natural thing would be, you know, I need to do a lift and a suspension, uh, parts and I can get that all from one company and you guys ought to know, uh, your suspension stuff, what lift it best goes on, especially since it’s yours. And I was a little unclear when I first saw this, whenever I saw the Romer thing, I thought, maybe you guys had bought somebody or you were partnering with somebody. And that’s not the case at all. This is, this is steer smarts, uh, brand. A hundred percent. Yep. This is our suspension line and chassis line. Um, and what we really wanted to do with it is develop some new, uh, methodology as to how we’re developing components for the chassis, right? So really what we wanted to do is take a broader vantage point, really determine what we wanted the chassis dynamics to be for a fully outfitted Romer chassis.
[00:33:38:17 – 00:33:44:11]
And then we kind of went through and targeted those specific areas to give us the, the dynamics we wanted.
[00:33:45:13 – 00:33:49:08]
So, uh, our top of the line Romer system is going to be our summit kit.
[00:33:50:11 – 00:34:22:14]
And that summit kit, it, that chassis system touches almost every single part of the chassis that changes the sway bars. That changes the end links, new bump stops, springs, shocks, bull front and steering reinforcement brackets, geometry correction brackets, track bars, front and rear it’s every aspect of that chassis gets transformed through either Romer components and a combination of steer smarts components.
[00:34:23:24 – 00:34:57:02]
So. Does that mean that you may be coming out with some stuff in the future that is Romer specific suspension stuff that’s Romer, I’m not suspension. Uh, steering components that are Romer specific. No. So what we did is we use the steer smarts components as the baseline for steering. Steering is always going to be the steer smarts brand steer smarts is always going to be focused on the system on the steering side, Romer, the product line and the definitions are going to be driven by the chassis needs to create a specific driving characteristic that we’re chasing.
[00:34:58:02 – 00:35:16:05]
So we want to tune the sway bars to compliment the spring rates, to compliment the shocks that compliment the specific geometry corrections. And then on top of that, we want to make sure that it’s all tuned to accommodate the steering inputs from the steer smart system.
[00:35:17:11 – 00:36:05:05]
So this thing engineered as a whole chassis system, instead of just piecemeal together where we developed a lift kit a little bit later on, we revisit and we introduce some sway bars here. We kind of worked backwards from the big vision standpoint of what we wanted this to drive like. And then we developed the components kind of in a harmony or more of a, a systematic approach instead of a piece, you know, individual piece component approach of just filling a catalog. And that was really the idea behind it. We really wanted to focus this kit specifically on probably 90% of the market. It’s not going to be your hardest core kit for flex and rock crawling.
[00:36:06:15 – 00:36:20:24]
It’s going to be the best kit for everyday driving and moderate off-road. So guys that are going to go do trails, they’re going to go do some moderate off-road, have some fun out there. This kit’s awesome.
[00:36:21:25 – 00:36:31:26]
Um, are you going to go run king of hammers with it? Probably not. You can’t. Not saying you can’t. There’s always good to have a comedic relief.
[00:36:33:28 – 00:37:26:27]
No. So the idea really is to target the 90% of Jeep enthusiasts out there that really want something to again, drive like they envision their Jeep driving or wish their Jeep drove like with everything designed around, you know, that concept. So it’s a reduced body roll when you’re driving it on the highway, you can take an on-ramp at a, you know, a rate of speed and not feel like the body, body roll is out of control or shift in the way. Driving a boat. Yeah. Yeah. We want, you know, a spring rate. That’s going to be a little bit more firmed up. So it feels like a little bit more performance, you know, a driving experience, not something that’s too soft and floaty. We want it to feel like it’s, you know, firm and planted. So again, we wanted to develop all these components to kind of give you that sensation as you drive this chassis system.
[00:37:28:13 – 00:38:40:29]
And I think we got there. I think it’s exciting. It’s a neat product and there’s not a whole lot out there that’s kind of in the same realm, right? You have companies that develop lift kits that are very purpose-driven that are, I mean, very well engineered and do a lot of things really great, but maybe the sacrifices, maybe in a day-to-day sense, they feel softer because you’re trying to get all the articulation. It’s hard to get, you know, if you’re going to go really far one way, it’s hard to get it back balanced the other way. Sure. You know, so we turn the dial and we’re kind of right there kind of, I don’t want to say in the middle, we’re probably more on the on-road driving sense of day-to-day, you know, in everyday life. And that’s where we think 90% of people that use it. Oh, I 100% agree with you. I think it’s more like 95% personally. I don’t think 5% of people actually go off-road. And I mean, just one time. Yeah. And again, but it’s still super capable. I mean, you got to think how the OE does it to the OEs developing that thing. It can go do Rubicon, but the frequency of you doing Rubicon Trail, it happens. It’s a bucket list type of thing. I think it’s the parking lot at Rubicon and then you get the badge.
[00:38:42:14 – 00:39:27:17]
So again, we want to make sure we can still do all of that stuff, even a little bit more, because it’s going to, you know, you’re going to have increased ground clearance. You’re going to have a little bit better geometry. Things are going to be reinforced with heavier components. So we think we took the base Jeep and those packages built off of that a little bit better system, a better chassis system. It’s a little bit more robust. Definitely get that lift kit in there. The dynamics are, we think dialed in a little bit more from a tuning standpoint for that 90% of the crowd out there to run big tires, look good, still do all your day to day stuff, make it feel more sporty. So it doesn’t feel as soft and doesn’t feel as numb in the steering.
[00:39:28:23 – 00:39:43:13]
And I think we got there. And I think that’s, that’s what’s really exciting about the Roamer thing. So the way you’re going to be able to buy that too, you can buy components, like the SolidKart, just like the SteerSparks components, or we have multiple levels of packages and systems that you can get into.
[00:39:44:14 – 00:40:12:20]
Starting with the trail system, that’s basically our suspension system minus any shocks. So if a guy wants to go pair it with King shocks or Fox shocks or whoever they like, they can do that. And the core components there are still intact and they’re all optimized to work together with that chassis. Then you got the trail system, which is the system that we’ve developed and we tuned it around Bilstein 5100s or an optional 8100 shock.
[00:40:13:28 – 00:40:25:23]
And then we have the Summit kit and the Summit kit literally is one skew. We just need to know, do you have standard width axles, Rubicon axles, and then you take that,
[00:40:27:17 – 00:40:55:14]
you get every aspect of that, that chassis basically redesigned with, excuse me, with our Summit chassis system, you get new sway bars, end links, bump stops, correction brackets, springs, shocks, sway bars, the whole deal, front end steering, sector brace, and really just transform that. And it takes all the guesswork out. Everything is optimized to work together.
[00:40:56:23 – 00:41:09:00]
What are the lift ranges? Is there, you have to, there’s some sort of lift in there, right? I mean, you don’t start with zero, I would assume. Yeah, no, no, no. So what we do is we have two options. We have a two and a half inch lift.
[00:41:10:20 – 00:41:19:04]
And then we also have a three and a half inch lift option. So you can go with either one of those options. You can option for a 5100 or an 8100 series shock.
[00:41:20:07 – 00:41:28:19]
So those are really the only two options. Other than that, the system is pretty much built out where it takes all the guesswork out of it.
[00:41:29:29 – 00:41:36:14]
Is it home installable? It is. It is. Absolutely. I think that’s a big deal.
[00:41:37:19 – 00:42:01:03]
You, you may need to run to Walmart and get you some Stanley tools before you install it. But I would assume that you guys don’t partner with anybody across the country for installations, do you? We do. We have a full dealer network. Absolutely. And yeah, so if you go ahead, if you, if you go on the website, steer smarts.com, there’s a dealer locator around there and we have all of our preferred dealer and install shops on there.
[00:42:04:07 – 00:42:10:04]
Do you guys send stickers when you send out parts? You got steer smart stickers?
[00:42:11:07 – 00:42:42:25]
We do. I can’t remember if I got one or not. I think I was pissed off because I didn’t get one or something, but they should be in the box. Okay, good, good. The boxes should have stickers at the same time. At the same time, if you catch us at shows, we always have lots of stickers. Of course. People love stickers. You know, you gotta have stickers. All right. So, um, oh, well, what’s the, what’s the ballpark? I think you mentioned, but what’s the ballpark on the, um, on the, on the, the suspension system? Uh, so suspension systems, the variant, you know, variety of them, it’s starting right around $1,100.
[00:42:44:06 – 00:43:48:23]
Bowl system. You’re looking starting somewhere around 5,200 bucks. $5,300 all the way up. And again, it depends on what option shock you go with. And then a couple of the variations and parts, if you upgrade to say like an aluminum adjuster sleeve over a steel adjuster sleeve, but give you an idea. It’s somewhere right around there. And they’re on sale now. I think when you were doing the SEMA thing, I think you were, uh, showing that it was going to be coming out, but I don’t think it was available at the time. Right. But it’s available now. Yep. We have variations of the different components available now. Uh, there’s some stuff that’s still rounding out production. Um, but most of the, most of the production for two and a half inch lift is all done. I think three and a half inch lift will be hitting here within the next couple of months. Uh, same thing with sway bars. We got a JT rear sway bar. That’s that’s out now. That makes a huge difference for guys that are towing or doing any type of overlanding where they’re waiting in the back of that thing now. Uh, so again, as we develop this stuff, as we get it through production, it’s going to hit the website. Or be available at dealers for order.
[00:43:50:00 – 00:44:20:09]
Oh, so you could actually go to somebody on the dealer network and order it from there. They get it. You don’t have to slip it down to them. They did get it and they say, bring your vehicle in. So is this for, uh, the, uh, the JK, the JL and the JT, uh, or, or just the JL and JT? So right now the primary focus for the Romer launch is on JL and JT. Makes sense. Yeah. And then we’re thinking probably sometime early next year, we should be looking at the JK market, um, as well as some expanded pickup truck options as well.
[00:44:21:20 – 00:45:15:10]
Oh, cool. And that, that’s actually a good point. I’m only Jeep focused. Um, this is only for Jeeps, right? I mean, you’re not doing it for any other vehicle, but your suspension, uh, not suspension, your steering system, uh, who do you support? What, what, what other vehicles do you support? Um, on the steering side right now, we, uh, all line of Jeep for JK and up, uh, gladiator, and then we’re doing the Ram 25, 3500. We have some steering components for that. Uh, we’re in early development of super duty steering. So that stuff’s coming down the line. Um, and of course, the Bronco stuff, we got, you know, parts on that line as well. Um, so I have a Jeep talk show, million dollar idea. We’re already out of Christmas and stuff, but if you get the red. Tie rod from steer smarts and you got some white tape, you can make it into like a peppermint. You could candy cane, a candy cane. Exactly.
[00:45:16:26 – 00:47:24:28]
So that’s the reason to get to get a red one. So, uh, it was pretty funny. There’s, there’s a lot of people, especially, uh, on our, uh, the Jeep talk show, listeners and stuff, they just roll their eyes at my red. I think red is great. I think you guys did it right. You know, I gave you a hard time about all the components that need to be read. Um, I think you did, you guys did it right with the, the, the tie rod being red. And the other components being black. Well, I think the, I think the, uh, the drag link. Drag link. Yeah. I think the drag link is red. And of course the, uh, the rear track bar is red track bars are red drag Lincoln tie rod or black, and then you got a silver aluminum option on the tie rod. Oh, uh, and if I remember right, you guys do do aluminum components. Yeah. So, uh, for, for the, you guys out there that are interested in aluminum components, which I’m not, but then again, I’m not all that smart. I want thick, heavy steel. Uh, what, uh, what components do you have this in aluminum? All of them are. No. So we offer the tie rod and aluminum. So we have a pro series tie rod, uh, that’s offered in an inch and three quarter, uh, 70, 75, T six solid aluminum. And that’s great for guys that are going and hitting the rocks or you’re looking for something that just has more of a technical feel to it, has a real nice look to it, uh, very unique in market. We’re the only aluminum tie rod manufacturer that has clamps on their bars. That’s very specific. You mentioned that that is a big deal. I think that’s a major deal because everybody’s always bitching about those nuts coming loose. Yeah. Um, everything I’ve ever put on, I mean, really the XJ and the TJ of, uh, it’s always been those nuts that you have tightened the hell out of your jam nuts. Thank you. And, uh, I noticed that first and foremost when I was putting all stuff on that said this is great, there’s no jam nuts. Uh, no. And it it’s minimal clamping force to keep those things retained. Right. You’re talking to tie rod and the drag link clamp on the steel goes to about 45 to 50 foot pounds of torque. Um, versus a jam nut equivalents north of 400 foot pounds, uh, maybe even more, depending on the diameter.
[00:47:26:17 – 00:47:50:11]
And then on the aluminum products, our clamps go to, I think about 75 right around in there. So again, stuff you can do basic hand tools. Again, we recommend using a torque wrench, but it’s nothing. You need to get a big breaker bar on to tighten this stuff down, which makes it really easy to readjust or when you get an alignment guys aren’t fighting with components trying to, to get those things retained.
[00:47:51:11 – 00:49:07:07]
Would you recommend if somebody was doing a sector shaft race, would you recommend having somebody else do it? I mean, you need to have something fairly beefy to get that nut off. Yeah. I mean, it’s more just personal preference guys that have worked on, you know, vehicles for a long time, they can do it no problem. Right. Um, if it’s, if you’re new to it, it might feel a little daunting. You don’t think it’s coming off. It might feel a little daunting or like you’re doing something wrong. Yeah. Um, but just, just kind of depends on your skillset, right? It is something that is very accessible in the driveway. If you have some mechanical skillset or have been, you know, used to working on vehicles, uh, definitely not something that’s overly scary or something you need specialty tools for it. You don’t need to, you don’t need to lift. You don’t need to put the vehicle up on the lift. I would have loved to have a lift because I think it would have been a lot easier for me not getting up and down. It’s just easier on your back. Oh, well yeah. Lower back, especially. Uh, I just put in a new battery in the gladiator after four, over four and a few years, the main one went out and I disconnected the auxiliary battery and uh, then put that, that new battery in 55 freaking pounds of battery on a lifted gladiator, I had to stand on a stool with a 55 pound battery.
[00:49:10:02 – 00:51:56:18]
I’m not a short guy, you know? So it’s, it’s, it’s little things like that. A lot of, I think everything, all this stuff you can do, uh, unless there’s welding involved and that’s why I like this bolt on stuff because that’s, that’s what you guys, I had no idea. No problem installing y’all stuff. It was straightforward. Um, I mentioned to you the anti-seize would have been great. Some sort of lubricant on the, uh, the adjustable track bar, beautiful, heavy duty stuff. I mean, I can’t tell you how much I appreciate you sending me that stuff. I’m very proud of, uh, the steer smart stuff on there and I feel better about driving it and I don’t wander as much on the freeway. And most importantly, it makes my wife feel more secure and, and it’s, it’s, it’s really a pain if you have a wonderful Jeep, that is just wonderful to drive, but your wife is nervous about driving it because it does this, that and other, I mean, she’s not overly concerned. She’s got a TJ that is a lot more bouncier than, than what the gladiator, uh, ever was because it’s such a, such a short Jeep, such a short wheel base. Uh, she loves driving that, but oh, she loves the, loves the gladiator and especially more so now. So thank you very much for saying that’s excellent. And that’s really what we wanted to do with that Romer line too, is build upon that we want it to really just feel like it’s planet. We wanted to make it feel very safe, usable and fun to drive in a day to day sense. And, and again, I think it builds off of what you experienced with the steer smart line. It’s wonderful stuff. It is, you can install it yourself. Uh, and I think if you take your time and read their instructions, you could do it yourself too. Uh, but it’s nice to know that there’s places you can go to have it installed, uh, and people that know this tier smart stuff. Yep. Um, so, uh, steer smarts.com is the place to go, uh, go over there. And if you’re, I just want to mention, you know, um, um, EJS is coming up and I get several requests about, uh, what do I need? They know what I went out there in the gladiator 35 is nothing wild to, uh, to two inch mopar lift, nothing wild. And they asked me, what do I need? To go to EJS to actually go off road. And I always tell them a Jeep, you only need the Jeep and you can do it. But if you’re going to make modified, you don’t have to make modifications, but I mean, just the drive, I don’t know how far your drive’s going to be from wherever you’re going whenever you get out to Moab, Utah, but just think of the steering portion of that. Why not make the steering better for that, for that ride? Mine was, I think 19, uh, 19 hours, uh, total from Southeast Texas. So, uh, and, uh, yeah, make it easier on yourself. Get to get you some Jeep stuff. I mean, some of the steering, steer smart stuff on there. And I would recommend personally, I know it’s expensive overall, but, uh, if you’re going to make that kind of a trip, invest in all of the, the steer smarts front end steering prop, uh, products. Get it all on there at once. You don’t have to worry about it. Yep.
[00:51:57:25 – 00:53:13:03]
All right. You know how the kids love the social media. Where can we find a steer smarts you or all of the, all the above, uh, on, uh, on the social media? Everything should be just steer smart. So facebook.com slash steer smarts, instagram.com slash steer smarts, youtube.com slash steer smarts all should be the same. And then if anybody has any questions or looking for technical support, they can always get us either on our message and chat on our website, or you could always do our dialing phone and tech line that’s eight, eight, eight, eight go yeti. It’s going to be that dial in number. Uh, either way we’re there to try to help. So not just looking to load you up on a bunch of stuff. We want to, if you’re having troubles, diagnose, help you diagnose what’s going on. Um, if you’re looking for ideas to as starting points and you’re trying to build a package over time, we’ll help you with that. Uh, or if you’re looking to outfit the whole thing, we can, we can cater a system that’s going to fit, you know, your specific needs, wants, whether that be lift kit all the way to front end steering. If you’re doing mostly on-road driving off-road driving, we can help you with either or so, uh, Jeep talk show, million dollar idea. You guys need to come out with a, uh, I survived death wobble, uh, steer smarts t-shirt, that’s good.
[00:53:14:27 – 00:54:34:23]
Little, little pink ribbon or something, you know? That’s right. I like it. All right, Jay, thank you so much for being with us and please come back more often. Uh, I think it helps because there’s lots of people out there and you know this, there’s lots of people out there experiencing insecurities about their Jeep steering, right? Well, even if they’re not getting death wobble, they may think it is and you can come here and explain to them and I will keep telling people at social media, go to steer smarts.com and look at what they got. And remember this, you don’t have to buy everything at once. It’s piecemeal. You can buy one part at a time. Start with the track bar. The other thing too, to note quickly too, is it doesn’t have to be a lifted vehicle and it doesn’t have to have big tires. Exactly. It’ll improve the driving of a vehicle, just even on a stock chassis, a stock vehicle, uh, we’ll make it firm up your steering, make it drive. More like a performance vehicle or something that’s more fun to drive, right? Less white knuckling it as you’re, as you’re driving it every day. Uh, so it really is any and all Jeeps can benefit from it. It’s not something that has to be a big vehicle on 37s or 40s built to go rock crawl. That’s not what we designed. We designed a linkage to accommodate everybody in the Jeep world. I think so. Just answered it, but you do not have to have any kind of lift for any of the steering components. Okay. Nope.
[00:54:36:01 – 00:54:41:13]
Excellent. And I, and if I’ve said it once, I’ll say it again. Both men and women like it firmer. That’s right.
[00:54:42:20 – 00:54:44:08]
All right, Jay. Thank you so
[00:54:46:01 – 00:54:47:28]
You’re my friend, you’re my new friend.
[00:54:47:28 – 00:55:34:25]
XJTalk.com LLC and the Jeep Talk Show podcast is attended for entertainment purposes only. The views and opinions expressed by the hosts, guests and contributors are their own and do not represent professional advice, endorsements or recommendations. We strongly advise consulting a licensed or certified mechanic or automotive professional for any repairs, modifications or maintenance to your vehicle. By listening to or using any information provided on this show, you assume full responsibility for your actions and any resulting consequences, including potential risks to safety, property or legal compliance. The Jeep Talk Show and its affiliates disclaim all liability for any damages or losses arising from the application of this content.
