Superlift’s Frame Integrated Technology system uses new steering knuckles to
give GM ½-ton trucks 5-6 inches of much-needed lift.
By far, one of the most popular lift kit systems available, are for the
Chevrolet and GMC 1/2-ton trucks and SUVs.
As long as these popular vehicles have been around, there has been some sort of
lift system design that raises them 4-6 inches in height or more.
Although many Original lift kits are still available for GM trucks
spanning from 1988 to present, most use a system of drop-down brackets to lower
the factory differential and A-arms, and a replacement centerlink steering
system. It isn’t the easiest system to install, but the kit still enjoys a good
reputation for its durability and ability to hold the wheel alignment during
aggressive off-roading.
Implementing CAD-CAM design and manufacturing
technology, companies such as Superlift have upgraded the old design with new
technology. The company designed a Chevy/
GMC 5''-6'' Knuckle-Style Lift System for GM ½-ton pickups (1999-on) and SUVs
(2000-2005); applications are also available for the Avalanche and Hummer H2.
The system uses the company's Frame Integrated Technology (F.I.T.) system with
replacement Knuckles
and interlocking crossmembers that mate to a ¼-inch thick bellypan for the
optimal blend of fit and function. The F.I.T. crossmembers span the width of the
frame and drop the lower control arms a full 5 inches. They fasten to the stout
bellypan with countersunk fasteners to maximize ground clearance and protect
front suspension components.
The Superlift system also uses replacement
cast-iron steering Knuckles
that compensate for the increased distance between the upper and lower control
arms. State-of-the-art modeling software allowed the Knuckles
to be designed so that they have 0 degrees of camber change and no toe change
throughout the suspension’s entire travel cycle.
Another key on this kit
is the front compression stops. GM designed them to be an integral part of the
overall spring rate; the stops are often touching the lower control arms when
the truck rolls off the assembly line. Compression stop clearance is critical to
maintaining proper road manners, reducing torsion bar fatigue, and preventing
the spongy ride as well as the “dive” under braking that these trucks are known
to exhibit after a lift. Superlift’s replacement stops, which are really more
like rubber springs, are designed to act just like the factory stops so they
contribute greatly to this kit’s excellent ride and handling characteristics
while controlling front-end sag.
OptionsSuperlift offers many
customizing/personalizing options with its Chevy IFS kits. First, three
different shock styles are available. “Base” boingers—included with the F.I.T.
kit—are Superide shocks: gas-charged for the front and hydraulic for the rear.
These twin-tube units offer good all-around street/trail performance. Chevy IFS
owners who want even higher performance and control can delete the standard
Superide shocks and substitute one of two monotube styles: Superlift Select
Series (SS) or Select Series Remote (SSR). The is made by Superlift by Bilstein and
features high-pressure nitrogen in an aluminum monotube body. The SS R adds
a remote reservoir for those who like the looks and increased fluid
cooling. Dual shock mounts are another option.
Functional appearance
accessories include a brushed stainless steel front Skidplate with laser-cut
Superlift logo, Torque Max rear traction bars with optional stainless steel
insert panels, and eXtreme Rings laser-cut differential-cover protectors. Rail Wraps brushed-stainless frame
dress-up panels are a purely “bling factor” offering.
Another
performance upgrade is Superlift’s Bulletproof braided-steel brake hoses.
Offered in extended lengths, these hoses are DOT-compliant and feature Kevlar
liners for durability and firm pedal feel. Finally, Superlift has the TruSpeed
speedometer recalibrator to restore the speedometer and other speed-related
functions (such as auto-trans shift Points and ABS pulsing) to factory spec when
running non-stock tire heights.
InstallationSuperlift
recommends professional installation because the job requires cutting and
welding. Estimated shop time is 8-10 hours. The instructions are well
illustrated, and in this demonstration, technicians Scott Lee and Jace Patterson
performed the operation on a 2000 model Chevy truck, doing the deed in a full
day. The truck was road-worthy after a trip to alignment shop and once the
headlights were re-aimed.
This truck now rides high on 35x12.50R17s.
Concerning tire/wheel fitment, Superlift designed this F.I.T. system for
Wheels that have a maximum of 4-5/8-inch backspacing; 16x8s or 17x8s are the
recommended sizes, and max meat dimensions are 35x12.50. The factory spare will
work, but not factory Wheels with a larger-than-stock tire.
The kit includes front and rear F.I.T. crossmembers, a bellypan,
steering knuckles, differential drop brackets, compression travel stops,
anti-sway bar links, CV axle spacers, torsion bar crossmember drop
brackets, shocks, and all the hardware required. Rear options (not shown)
are blocks, a block and add-a-leaf combination, or complete replacement
rear springs. |
Once the truck is raised up and secured, the disassembly process can
begin. Unload and remove the torsion bars, which requires a special tool.
Other take-off components include the shocks, lower control arms,
differential, CV axles, knuckles (shown), sway bar links, and compression
stops. The upper control arms and centerlink can remain in place.
|
Precision cutting is required: The driver-side lower differential mount
is torched off or trimmed with a plasma cutter, a procedure that’s common
to Chevy 6-inch lift systems. |
The hardest part of the job is shoring up the previously cut diff-mount
area with the kit’s reinforcement plate. The plate is test-fit, trimmed to
size, than final-welded. Rattle-can paint helps prevent rust on the bare
metal. |
The driver-side upper differential mount (in hand) must be amputated
with a cut-off wheel, a portable bandsaw, or even a hacksaw. Superlift
offers return-to-stock brackets for both the frame and differential in
case the truck owner decides to take off the kit later on. Then the
Superlift bracket with integral mount bolts to the differential housing.
|
The front crossmember goes in first. It slides into the original lower
control arm mounts and lowers the attachment points for the lower control
arms 5 inches. |
After mounting the passenger’s side differential drop bracket, the
differential housing itself can be bolted back under the truck. Note how
the new differential mount (arrow) attaches to the Superlift
crossmember. |
The rear crossmember attaches to the factory lower control arm mounts
just like the front X-member. Superlift purposely left extra space in the
crossmember mount for the differential to make fitment easier. Once in
place, the slack is taken out with a spacer. |
The bellypan simply bolts between the two crossmembers. It’s contoured
to maximize ground clearance. |
Compared to a factory knuckle (left), the replacement Superlift unit
(right) has a longer neck (A) to span the increased distance between the
upper control arms (in the factory location) and the lower control arms
(relocated 5 inches downward). Superlift also raised the tie-rod bosses
(B) to compensate for the lift. As a result, all of the factory steering
linkage is retained and wheel alignment stays within spec during
suspension cycling. |
Assemble the knuckles with the existing wheel-bearing assemblies and
dust shields. Make sure that the hubs and dust shields are indexed exactly
the same way as they were on the factory knuckles. |
Mount the knuckles on the control arms. This job used new upper
control-arm/ball joint assemblies. (Now’s a good time to check and replace
worn ball joints.) |
Once the control arms are attached to the knuckles, the CV axles can be
reinstalled. The kit’s machined aluminum spacers install between the
shafts and the differential with the included hardware, increasing track
width by 3 inches. |
The torsion-bar crossmember drop brackets install directly below the
original mounts and require drilling four holes per side. The factory
crossmember can then be bolted into its new, lower location. |
Front details include attaching the replacement anti-sway bar links
(shown), connecting the tie-rods to the knuckles, repositioning the ABS
wires and brake lines, and tightening all the hardware following the
procedures in the instructions. |
Superlift’s trick replacement compression stops function like rubber
springs, enhancing ride and handling. Stop clearance is adjustable using
spacer plates (arrow). |
The final step up front is loading the torsion bars. The F.I.T. kit is
adjustable from 5 inches to 6 inches of lift, and ride height is
determined by the torsion bar adjuster bolt. A special tool is required to
reinstall and adjust the torsion bars. |
Rear lift methods are blocks (shown), a block and add-a-leaf
combination, and complete replacement rear springs. This vehicle is going
to be used primarily on-road, so blocks were chosen to retain the factory
load-carrying capacity. Other rear components include replacement shocks,
compression stop extensions, a brake line drop bracket and an E-brake
cable relocation bracket. |
