Hi Willy
Normal practice would be to use a tow bar if you have one. While they're not perfect, they do equalise load across both chassis rails. I would never add a separate recovery point for the rear of a vehicle that was fitted with a tow bar, it's just duplication.
If you don't have a tow bar and are unwilling to fit one there are a few options, but none of which I'm crazy about.
The Japanese offer a mind boggling array of bolt on parts. I generally think they are a bit light duty but here are two options:
https://compassauto.jp/products/taniguc ... jimny-jb43
https://www.ebay.com.au/itm/124354313458
Alternatively with an angle grinder and a drill you could knock out something from some 10mm plate harvested from a scrap bin pretty easily. These bolt to where the tow bar mounts.
Here is an Auszookers thread from back in the day with some discussion and ideas:
https://www.auszookers.com/forum/viewtopic.php?p=350761
Some pictures are now missing by the APIO rear point is still mentioned.
Also, consider that as we're moving away from using steel shackles, people are starting to realise that endless slings and soft shackles can be used without designated recovery points. Jimny's have a tubular rear crossmember and while it's some way forward of the rear bumper, putting an endless sling around that would make for a very safe and strong recovery point.
*I'll add a comment here, it's one of my pet hates. there is lots of talk in the industry about "rated" recovery points. I hate the use of this term - in my opinion it's next to meaningless. Lifting equipment has a safety factor which is mandated and covered by Australian standards, For endless (round) slings it's 7:1. Therefore a 2T endless sling won't fail until 14T. (so it's ample for vehicle recovery) Using lifting equipment for vehicle recovery means you know exactly what the equipment is capable of. "Rated" recovery points aren't covered by any standards and rely on the manufacturer to engineer them appropriately. As such there is typically no documented information on the safety factor being applied. I note that ARB quote their points to 8T "at the maximum angle of the turned wheel" but no information is supplied about what happens to the rating beyond that. (I'm not picking on ARB, they generally lead the industry, it's just an example) It seems other manufacturers often rate a 5T and provide no further explanation. Now 5T should be plenty, but what if that 5T is 2T at an oblique angle? who knows?
A choked endless sling around a tube crossmember won't fail until the chassis does. Just some thoughts.
https://liftingvictoria.com.au/wp-conte ... _Final.pdf