Superlift first began working on the Grand in late-2004 when American Expedition Vehicles (AEV) contacted Superlift for suspension design assistance with their Mojave Grand Cherokee project.  Superlift’s decision to ultimately offer this lift system to the masses was made easier when we learned that the brand new Commander would share the exact same suspension / chassis platform with the “almost as new˝ Grand Cherokee.  Also, both 4WD and 2WD platforms are basically identical, meaning the same basic lift system - less front differential relocation hardware - works on both off-road and 2WD pavement-pounder models. 

If you are a Jeep fan, you’ve probably heard about AEV.  They’ve created numerous concept vehicles for Jeep over the years, most recently the Mojave, the Liberty Liberator and the Brute TJ pickup.  Normally, their concept rig inspired “builds˝ end up being available from AEV, turn-key, to new Jeep buyers.

Nothing was left unaddressed in this Superlift / AEV joint-effort design.  Front lift is achieved, and factory ride quality maintained, by using towers to relocate the tops of the factory coilovers.  Thin preload plates install on top of the coilover springs to boost spring rate slightly and offset the increased load / leverage generated by wider tires and wheels.  The lower control arms and differential are relocated via bracketry, then new cast ductile iron steering knuckles span the increased distance from the relocated lower control arms to the upper arms, which remain in the stock location. 

The lift system incorporates Superlift’s Frame Integrated Technology (F.I.T.) design concept, which utilizes super-beefy lower control arm crossmembers that interlock with a full-width belly pan to form an incredibly strong subframe assembly.  The crossmembers and pan are contoured to provide as much ground clearance as possible, and stitched together using countersunk fasteners.  This extreme rigidity is welcomed, especially considering that the Jeep’s uni-body chassis does not have a traditional rail-type frame.

New steering knuckles and front differential relocation bracketry take care of alignment, CV axle angles and driveshaft angle.  Longer, factory style anti-sway bar links, both front and rear, ensure proper bar preload. 

Rear lift is achieved with new coil springs; a slightly heavier rate was used to improve what most consider a fairly “soft˝ factory ride.  Correct 4-link geometry is achieved with link relocation brackets.  There are two grades of rear shocks to choose from: the standard Superlift Superide hydraulics, or premium Superide remote reservoir (SSR) shocks, a trick looking high-pressure monotube unit.  Both are valved specifically for the Jeep.

A lifted WK or XK will clear 33˝ tall rubber, depending on wheel width and offset.  The V-8 equipped Jeeps (especially the Hemis) will have no problems pulling this size tire, even without a gear ratio change.