Jeep TJ Wrangler - Lift Kit - 4Wheel & Off-Road Magazine

As great as the Jeep TJ performs in stock form, it can always be made better with some trick aftermarket suspension pieces. Increases in travel, control, and comfort can easily be had, but generally at the expense of raising the center of gravity. While suspension kits for the TJ aren't new, this LCG kit from Teraflex is worth the wait.

The term LCG stands for low center of gravity, and the concept is to increase the performance of the TJ's suspension while not raising the vehicle as much as previous designs. The kit consists of much longer control arms in addition to new coils and shocks, and the associated brackets that need to be welded on. While this isn't a backyard install, the final product is well worth it in terms of travel, control, and ride.

We tagged along as Mark Falkner of Teraflex installed one of the first prototype kits on a TJ at the Off Road Warehouse in San Diego, and then we went and wheeled the wee out of it. Although we encountered a few glitches on this early prototype kit, we went back and watched Rand Ridges of Teraflex install the production model. We like being on the cutting edge of the industry, which is why we checked out Tera's LCG long before regular production was begun. Check out how the install went, and look forward to more innovative products from guys who drive and wheel their own products, not just make them and sell them.

For this kit there's a lot of cutting and welding going on, so we don't consider it a backyard job. After removing the stock shocks, coils, track bar, and locating arms, the real work begins. The basic idea is to cut off any offending bracket such as the front upper and lower control-arm brackets on the frame, and the upper brackets on the axle if you want it to look clean. Only the lower front-axle brackets are retained.
For this kit there's a lot of cutting and welding going on, so we don't consider it a back
New front upper brackets are welded to the frame according to the directions, which are very detailed and complete. The kit makes both front and rear axle suspension a true triangulated four-link setup, with adjustable left- and righthand threads in all the arms. This allows for the track bars to be removed since they aren't needed. Longer arms, longer coils, and matched longer shocks are included with the kit.
New front upper brackets are welded to the frame according to the directions, which are ve
The upper arms attach to a bracket welded onto the top of the axle. This bracket is measured and installed precisely, then welded on. The U-bolts add an extra margin of safety, since so much stress is placed on this one bracket. We told you this wasn't a bolt-on kit, but still worth it.
The upper arms attach to a bracket welded onto the top of the axle. This bracket is measur

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 lower arms bolt into the factory brackets, and then to the new side rails we'll show n
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.
The side brackets go between the transfer-case crossmember/skidplate and the framerails. S
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.
Once the front is done, you have a true four-link suspension, which is fully adjustable. P

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.
While the crossmember is off, we whacked a section out of both sides to clear the bracket
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.
A unique bracket for the rear four-link is mounted to the rear axlehousing. The bracket go
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 upper links mount to the new axle bracket and look trick. The brake line has been leng

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 front of the upper rear arms are bolted into brackets welded to the frame. These new b
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.
The bottom rear axle brackets get whacked off and replaced with new ones. These brackets a
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.
Welding the brackets on is best done with two people holding them. Double check all measur

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.
The bottom link can now bolt into the bracket, while the front goes to the framerail brack
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.
New coils and shocks got slapped in by Rand Ridges from Teraflex. Howard Hughes owns Off R
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.
While not a part of the basic LCG kit, the new steering and link system was installed to c

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.
With the high-steer knuckle and new tie rods, much better steering is had, and those alumi
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.
Instead of the stock sway bar, Tera has a cool street/trail (S/T) sway-bar kit, which moun
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.
The driver-side arm has a quick-release knob, which disengages the links for maximum artic