Superlift’s bracket lift method, first developed in 1988, is still known as the GM system to have. Lowering the factory upper and lower control arms in relation to the frame brings ride height up. By utilizing the factory control arms and torsion bars, we are able to retain stock alignment geometry and ride quality. Note the variable front lift height range (6" to 7.5"); height is determined by torsion bar adjustment. The most popular rear lift height is 5” via blocks, although different height blocks and add-a-leafs are available. 5” replacement rear springs are offered for the 2500 (non-HD) series.

The front differential assembly is also lowered to keep CV axle angles in check. This is accomplished by using two, one-piece tubular cross members that span from frame rail-to-frame rail. Superlift’s new control arm brackets connect to these cross-members along with “kicker” braces to form an exceptionally strong assembly. Steering linkage geometry is addressed by relocating the factory centerlink, which keeps the tie rods in phase with the lower control arms. A greasable stabilizing link regulates centerlink movement, and reduces the load and stress transmitted to the pitman and idler arms.

Shock options include: Superide (gas front, hydraulic rear), Superide Select Series (SS) high-pressure monotube gas-charged shocks produced for Superlift by Bilstein, or SSR remote reservoir gas monotube shocks. Vehicles equipped with Autotrac transfer case require a replacement front driveshaft. In some cases, non-Autotrac equipped vehicles require the new shaft as well.