BLHTAZ

I am well aware that the suspension is different, but I was thinking that the spacers were close to being the same diameter for the front. I have never dealt with lifting a WJ, but I have worked aftermarket and sold the stuff back in 2002 - 2003 so it's been a while since I have looked at them ;) .

OH...you were looking at the XJ kit :idea: I was referring to the MJ kit ;) , but...it's not a true "long arm" kit either.

:rotf: Wasn't me...I got it in an email from a friend down in South Florida.

:shake: Regardless of who "drove" it, that car is worth MAYBE 10% of what is being asked. It doesn't even specifically state the NObama "owned' it...just that it was "driven" by him ;) .

Yea...evidently this "announcement" was made back in October, but it's the first I have heard of it. :thumbsup:

I copied this form JeepTalk.net, but the original post was made on Colorado4x4.org ----------------------------------------------------------------------------------------------------------------------------------------------------- It has been rumored that Poison Spyder was closing, having problems or just reorganizing. I recently addressed some of this on the boards, if you read closely you would have caught that I was contemplating another direction at that time. I have entertained a change for over a year now and finally pulled the trigger. I'am closing Poison Spyder customs down in it's current form, as a full manufacturer. I originally started out building Baja bugs at age 15, learned allot but moved on to Jeeps. Had a five year gig with the army in a Special forces unit as a commo specialist and Thai linguist, after an injury was forced to redirect my life plan. I never forgot the off road world, and figured I would try to find a place in it. Worked at a small shop called Wilderness off road, then to 4 Wheel parts doing special projects while writing for 4X4 Power and JP magazine. Partnered with my buddy Steve Rumore, sold my house, paid all of my debts and moved into 1000 ft. shop in the heart of Denver. Steve maintaining the sister shop in Bayfeild,Colorado. This was Avalanche engineering. My dogs and I lived at various shops for six years as the company grew through the Avalanche days and then separated into Poison Spyder customs. Bringing along a heritage of innovation and style that is still part of the modern DNA of the rock machines built today. We grew from those meager days to a fully encapsulated and self sufficient manufacturer. As I reflect over the past twenty five years in the dirt world, owning an off road company of Poison Spyder's size and abilities should have been the pinnacle. When I got to the top of that mountain I found myself looking back wishing I had stopped somewhere along the way. The above is very summarized history, all a continued evolution built on vehicles and component innovation. One of the first questions everyone poses to me is what are you going to do with all of the parts, are you still going to build any of them? No, with a couple of exceptions. Another popular inquiry is where can I get equivalent parts? Even with our components in the grasp of mimicking companies, they could never seem to find the recipe, the perfect combination of function and style that we always aspired to. So to this question I don't have an answer. We grew as a company with our foundation in hard core components, parts that had never been seen or conjured up before. For those of you that were wheeling in the late eighties and early ninety's, you can remember when chrome tube bumpers and diamond plate were the cutting edge. We the renegade hard cores of those days that could be seen running the trails with full width axles, exotic suspensions and these gnarly looking mud tires called Swampers. We couldn't travel the ever escalating trails we were pushing with the off the shelf equipment that was available then. Those parts were more inspired by show truck fashion, and was not the answer for the direction the off road world was destined to follow. Regrettably I'am not driven to continue building and creating some of the best hard core parts in our industry on a production level. Many people have passed through over the years, I would like to mention several stand outs that were and are integral in our growth and success: Steve Rumore: A good friend, one of the only people in our industry that could really impress me Tim Turner: Best fab tech I ever had, an eccentric for sure, but the great ones always are Paul Herrera: A great organizer, the last one standing a 4AM when something had to get done, potential to further himself in the industry Curt Sadler: A jack of all trades, could cover any position in the company and do it well, and a good friend Larry wood: A consistent rock of reliability, a trusted cohort, worked at Spyder longer than anyone AJ Slay: Always a positive force at the shop, the best sales person we have ever had, kept me in touch with reality Bret Glassett: A creative mind that elevated our company on many levels and a respectable wheeler Chris Kreutzer: Another individual that came with many unique skills that pushed us upward Scott Polk:We shared our first building, a great wrench and old school builder Karl Westendorf: A company first man, always looked out for my and Poison Spyder's best interest, most capable So what is to become of Poison Spyder customs? AJ, our daughter, two dogs and I are moving to Luckenbach Texas... well not in a literal sense. However we are going to re-open the first week of November in our new shop. We are leaving behind the tasking dynamics of a large business, staff and burdens that have grown with us over the years. Going back in time to a shop only a hundred yards from my second shop off of Titan court. Our foundation being the Spyderlock bead lock line, of which I'am excited to focus and expand on. Further, after AJ and I get reorganized I will return to building Rock rods, custom machines and trail guiding. We greatly appreciate your patronage of Poison Spyder customs, and look forward to reacquainting with everyone under our new direction. Clifton and AJ Slay

No...shocks are much stronger than a stabilizer and would make steering very hard...not to mention that they are also much larger and would likely be a tough job to make it fit in there.

The fronts may be a little thicker than the rears so that it will level the vehicle...I didn't think about that. That gives you an option of how much lift you use for the front of the MJ ;) :yes:

I though all four spacers were the same on those WJ kits. Either way...yes, the front should work fine. :thumbsup:

Done... :thumbsup: Thanks for the link. Welcome to the Club... :cheers:

Yes...that's what he means :thumbsup:

Hey Shane...I don't see where he was rude :hmm: . He simply remembered that the same question was asked and thought it was you. He offered good advice from personal experience. The new guy obviously lucked up and found a rare cluster that had what he needed...it happens. If anyone is being rude, I would have to lay that one on you here... ;) :cheers:

I really don't know how they would look, but I don't think they would fit real well. The Wrangler is a flat sided vehicle and our trucks are definitely not so there would have to be some customizing to get it done.

Even though I have been a die-hard RE fan for years, I voted Motion on this one. I like their kit because it has HD steering repalcement included and it uses all springs (6.5"). I was surprised to see that RE kit used springs & spacers up front and is still 1" less (5.5") lift than Motions :nuts: . I know that the bolt on SOA rear has been a topic of debate, but I don't see anything wrong with it. If you don't like it...just weld it...it's that simple ;) .

No...the S-10 wheels will not fit. If I remember right, they are someting odd like 5 x 4.75 ...

They are going to make millions on those... SAWEEEET!! :thumbsup:

No way that I know of... :dunno: I tried to FTP one to my website and then post a link to it, but for some reason the FTP process changes it to a read only file. You can manually scroll through the pictures, but it's much cooler when the music and / or narration works. May be a setting in the FTP software that can be changed to make it work, but I haven't found it yet.

CLICK HERE for a how to :cheers:

Tire "Fit" = tire does not touch or rub anywhere at full lock to lock steering or full suspension articulation. If the tire rubs or touches at any point...it does not "FIT". Putting in bump stops or adjusting the steering stop is not the right answer to an oversize tire. A 31" tire will go on it stock, but it is a long way from fitting. The 235 is the largest tire I have see nthat "fits" on these trucks without any lift or change in wheel back spacing. I have a 3.5" lift on mine with 31's and I would not want anything bigger as these are pretty close to touching as it is. :cheers:

Now thats the kind of brush guard I'm looking for!!! Could you give me some info on where you got it from and/or how much you paid for it. Please and thank you!!! :D CLICK HERE and scroll about half way down the page :thumbsup:

Image Not Found That looks absolutely STUPID... :shake: The wheels are about 8 inches too wide for those tires :roll:

BTW... Welcome to the Club... :cheers: FYI - You should file in your profile with your location so we know where "here" is ;)

That's a great story...thanks :yes:

:rotf: No worries man... It's still a nice looking truck and gets the point across :thumbsup:

That's definitely NOT a Comanche, but yes, it is easy to see what you are talking about. It doesn't actually look too bad on a rig that big :cheers: Build your MJ that big and I would agree that it would be an OK thing to do :thumbsup: