Jeep TJ Wrangler - Lift Kit - Long & Low

The lower arms bolt into the factory brackets, and then to the new side rails we'll show next. The upper arms bolt into the new axle bracket and then to the welded-on frame brackets. Left and right threads on each arm allow for easy adjustment of caster and wheelbase, but final adjustment should be done on an alignment rack.

The side brackets go between the transfer-case crossmember/skidplate and the framerails. Self-tapping bolts in factory holes on the side keep the brackets in place, but Tera recommends tack welding them in place for easier servicing when the crossmember is removed. The stock bottom bolts hold the crossmember up with the brackets sandwiched in between.

Once the front is done, you have a true four-link suspension, which is fully adjustable. Poly and steel rod ends combine to give the best ride and longevity, depending on position. Depending on your year and options, you might have to modify the front of the exhaust slightly, and the muffler needs to be replaced regardless.

While the crossmember is off, we whacked a section out of both sides to clear the bracket where the lower rear arms go. Tera slso has a flat bellypan as an option, which tucks the drivetrain up a lot and fits this LCG kit as well. We'd opt for the extra convenience and clearance if it were on our rig.

A unique bracket for the rear four-link is mounted to the rear axlehousing. The bracket goes between the cover and the housing and is held with studs and bolts. Vehicles equipped with Ox, Electrac, or other optional covers may need to be modified for proper function. It's also a good time to change your gear oil.

The upper links mount to the new axle bracket and look trick. The brake line has been lengthened, and the sway bar and track bar are also removed. The factory sway bar is reinstalled later using the Teraflex extended links.

The front of the upper rear arms are bolted into brackets welded to the frame. These new brackets feature four different holes for adjustability. We played around, tested them, and found which ones allow for a body rise, or squat on acceleration. This can be a handy tool to adjust for different types of wheeling, such as competition or street driving.

The bottom rear axle brackets get whacked off and replaced with new ones. These brackets are behind and underneath the axle, instead of in front like stock. This allows for the arms to be long enough for control and to deliver a true four-link function. After grinding the axle clean, the instructions are referenced for proper location of the bracket.

Welding the brackets on is best done with two people holding them. Double check all measurements before doing the final weld, and make sure that you can weld them on securely and safely. These brackets are not the ones you want coming off while you're driving down the road.

The bottom link can now bolt into the bracket, while the front goes to the framerail bracket. Just like the front links, a mixture of poly and steel ends gives the best combo of ride and longevity. Adjust the bars per instruction, and then take it to the alignment rack for a final dial-in.

New coils and shocks got slapped in by Rand Ridges from Teraflex. Howard Hughes owns Off Road Warehouse and already had his Jeep set up with a regular Tera 4-inch kit. Once the 5-inch LCG kit was installed and tested, he was extremely happy with the results. We ran 35-inch Goodyear MT/R tires on 15x8 bead locks with no rubbage and a whole lot more articulation.

While not a part of the basic LCG kit, the new steering and link system was installed to complement the lift. The steering kit comes with a drop pitman arm, two extruded T-6 aluminum tie rods fitted with oversize ends, and a new steering knuckle for the passenger side. A No. 2 taper ball-joint reamer is needed to machine out the driver-side knuckle for the bigger tie-rod end. If you or your buddy does not have one, you can buy one from Teraflex.

With the high-steer knuckle and new tie rods, much better steering is had, and those aluminum tie rods will flex long before they bend. Getting rid of the stock Y-style steering is a plus on any TJ, and this kit will fit them even without the LCG kit.

Instead of the stock sway bar, Tera has a cool street/trail (S/T) sway-bar kit, which mounts a torsion bar through the front crossmember on self-lubricating nylon bushings. The long arms extend back to links, which drop down to the bracket being welded on the steering knuckle.

The driver-side arm has a quick-release knob, which disengages the links for maximum articulation. Once back on the road, the knob is turned and the locking mechanism pops into the locked-in position. This is one of the easiest quick disconnects we've ever used.