Jeep Commanders Suspension & Tires - High Command Vehicles

Garcia and Collin Padilla worked together using a spring compressor to put the 4-inch extension plate (or block) onto the factory strut. This is how the 4 inches of lift is gained in the front of Commanders and Grand Cherokees. We'd be happier with a brand-new strut with a little stiffer valving (these new Jeeps are a little soft in front), but that would greatly increase the cost of the kit...

...The strut and strut extension were bolted back up into place using bolts that come through the engine compartment.

Superlift's Grand Cherokee/ Commander kit is a "knuckle" kit. A knuckle kit provides a longer cast-iron knuckle to go in place of the factory knuckle and allows the factory upper A-arm and steering components to sit in the original mounting location instead of having to drop it down like the lower arm. This creates more space in between the upper and lower A-arms, something that is debated by suspension companies as being a good or bad thing. We've neither heard nor seen any problems with this type of knuckle kit design yet.

The final part to add in the front end is the new Superlift skidplate. It adds substantial structural support and gives superior protection to the front end. Please note that you might have to trim down one of the skid's mounting bolts (it reuses the factory hardware here) that thread into the crossmember right beneath the driveshaft because it can potentially rub on the driveshaft.

New coils, sway-bar links, and drop brackets are given to lift the five-link rear end. The lower-link drop brackets attach to the Commander's body and keep the links at acceptable geometric angles.

The rear's upper links are kept parallel by adding extended relocation brackets to the top of the axle's factory mounting points. Due to variances in manufacturing from the factory, you might have to ream out the hole of the passenger-side upper-link mount to fit the Superlift relocation bracket. On both sides you'll have to drill out the second mounting hole to fit the Superlift brackets.

Once the holes were drilled, Padilla tightened the rear link brackets and track-bar relocation bracket. The Superlift kit retains the factory control-arm links and track bar (or panhard rod) as they are boxed and very strong, with OEM bushings that allow twist but soak up vibrations.

The last parts to add to the rear end were the coils, the new antisway-bar links, and the brake-line drop brackets. The brake-line drop brackets bolt into existing holes in the body, while the coils fit in just the same as the factory ones. The new antisway-bar links bolt onto the original antisway bar, and utilize an OEM-style rotational ball-joint at the end of their links to minimize binding. When the entire kit was bolted on and ready to go, the once scary-looking pile of brackets joined together to create a very nice kit that improved the strength of the suspension instead of weakening it like some suspension kits that we've experienced.