Ok, tell me if I'm :beer: :smokin: :beer: or if this makes sense:

Seems to me that the part you break has to do with where the force is coming from. Meaning that engine power is most likely going to break stuff from the tranny out, while big tires are gonna break stuff from the shafts/ujoints in.

Example: A Flattie with 90 hp and 39.5's should worry more about breaking Ujoints and shafts than locker/R&P or driveshafts or tranny/tcase parts.

Opposite Example: A CJ 7 with a 400 and 350 hp and 32's is gonna worry more about driveshafts and locker/R&P, along with tranny and t-case before shafts and Ujoints.

I was thinking of this is mostly in reference to wheelhop/tire spinning situations. Obviously, in a slo mo situation, the weakest link will give first (usually a u joint). What I'm talking about above is "shocks" going through your drivetrain. If the engine is all revved up and you drop the clutch, then the shock/power goes thru the tranny, then t-case, then driveshaft, then R&P, then locker, then shafts.

Does this make sense???

I guess this could play a role in looking at what parts need to be swapped where when building a rig...

That the way I was thinking. I figure if I stay with the 4 popper and change the diffs and gear them then i should be reliable good on gas for the longer trails and stay fairly light. I can still have awsome ground clearance too. I was running with the guys with 44's and not getting stuck much more than they were. With the changes I am making this winter hopefully the jeep will do even better. Just went from ssr's to boggers so that will help a little.

I have thought long and hard about doing a v-8 or i-6 conversion but I always come up with the same conclusion. Bigger engine=bigger diffs=bigger tires. 2.5L+231w/flat skid plate+shaved dana 44=same or better clearance than some of the bigger guys.