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Jeep Lifts and Suspension

Jeep Lifts and Suspension

A suspension lift can provide room for larger tires, improve body clearance and increase usable suspension travel. It can also alter steering geometry, driveline angles, braking behavior, handling and component life.

A good lift is a complete, properly engineered system. It is not simply a set of taller springs or spacers.

Before lifting a Jeep:

Establish a maintenance baseline.
Repair existing steering and suspension problems.
Decide what tire size and trail capability you actually need.
Understand which supporting components the lift requires.
Budget for installation, alignment, calibration and future maintenance.

Do You Need a Lift?

Not necessarily.

Many stock Jeeps are more capable than new owners expect. Tires, recovery points, underbody protection and driver experience may offer more practical benefit than additional height.

A lift may be worthwhile when you need:

Clearance for larger tires
Additional body or frame clearance
More suspension travel
Improved approach, departure or breakover performance
Better clearance for specific trail obstacles
Capacity for added accessory weight
A specific appearance

A lift does not automatically provide:

More clearance beneath the axles
Better traction
Improved handling
Increased towing capacity
Increased payload
Stronger axles
Better brakes
Greater driver skill

Only larger tires increase differential or axle clearance.

Start With the Tire Size

Plan the build around the tire size required for your actual use.

Ask:

What obstacles require a larger tire?
Will the Jeep remain a daily driver?
How much highway driving will it see?
Is full suspension articulation required?
Is trimming acceptable?
Will larger tires require axle regearing?
Can the brakes control the added mass?
Can the axles reliably support the tires?
Can the spare-tire carrier support a matching spare?
Will chains or traction devices still fit?

Installing more lift than necessary raises the center of gravity and creates additional geometry problems without necessarily improving useful capability.

See the Tire and Wheel Guide.

Measuring Lift Height

Advertised lift height is approximate.

Actual height depends on:

Jeep model and configuration
Factory trim
Engine
Two-door or four-door body
Original spring rates
Existing spring sag
Bumpers
Winch
Armor
Roof rack
Spare tire
Cargo
Fuel
Manufacturing tolerances

A “2.5-inch lift” may produce more or less than 2.5 inches on a particular Jeep.

Measure ride height before and after installation using consistent fixed points. Do not rely solely on the distance from the ground because tire size and pressure affect that measurement.

Suspension Lift

A suspension lift raises the chassis and body relative to the axles by changing springs, struts, spacers or suspension mounting positions.

Potential benefits include:

Increased body clearance
Room for larger tires
Increased suspension travel when properly designed
Improved breakover angle
Greater clearance for some obstacles

Potential drawbacks include:

Higher center of gravity
Changed steering geometry
Changed caster
Shifted axles
Changed pinion and driveshaft angles
Increased rollover risk
More wind sensitivity
Reduced braking stability
Accelerated wear
Additional maintenance
Reduced garage clearance
Increased entry height

The effects generally become more significant as lift height increases.

Spacer Lifts

A spacer lift places a spacer above or below the factory spring or strut assembly.

Potential advantages include:

Lower purchase cost
Retention of factory springs
Modest additional tire clearance
Relatively simple installation
Retention of much of the factory ride when properly designed

Limitations and tradeoffs include:

No inherent increase in spring capacity
No inherent increase in suspension travel
Possible shock-length limitations
Geometry changes still occur
Bump stops may still require changes
Brake hoses and driveshafts may still require attention
Existing worn springs remain worn

A spacer lift is not automatically unsafe or inferior, but it must be evaluated as part of the complete suspension system.

Spring Lifts

A spring lift uses taller or differently designed coil or leaf springs.

Potential benefits include:

Increased ride height
Spring rates chosen for additional weight
Greater travel when paired with appropriate components
Replacement of worn factory springs

Possible drawbacks include:

Stiffer or softer ride than expected
More lift than advertised on a lightly equipped Jeep
Less lift than advertised on a heavily equipped Jeep
Need for longer shocks
Need for geometry correction
Settling after installation

Choose springs for the Jeep’s actual weight and intended use.

A spring designed for a heavy bumper, winch and armor may ride harshly on an otherwise stock Jeep.

Body Lifts

A body lift raises the body away from the frame using taller body-mount spacers.

It does not raise:

Frame
Axles
Drivetrain
Suspension mounting points

Potential uses include:

Additional tire-to-body clearance
Clearance for certain drivetrain changes
A modest increase in body height at relatively low cost

Possible issues include:

Bumper alignment
Shifter and linkage alignment
Steering-shaft length or angles
Fan-shroud alignment
Fuel-filler alignment
Brake-line or wiring tension
Exposed frame gap
Increased body-mount loading

Excessive body lifts can create significant structural and control issues.

A body lift does not improve clearance beneath the frame or axles.

Leveling Kits

A leveling kit raises one end of the Jeep to reduce factory rake.

Before installing one, consider:

Existing accessory weight
Expected cargo
Trailer tongue weight
Suspension travel
Shock length
Alignment
Tire clearance

A Jeep that sits level when empty may sag at the rear when loaded or towing.

Leveling does not increase payload or towing capacity.

Shackle Lifts

Some leaf-sprung Jeeps can be raised using longer shackles.

Longer shackles may affect:

Pinion angle
Caster
Steering behavior
Approach or departure clearance
Shackle angle
Spring movement
Frame loading

An excessively long shackle can create poor handling and high leverage on mounting points.

Use a properly engineered system rather than selecting shackles solely by desired height.

Spring-Over-Axle Conversions

A spring-over-axle conversion moves leaf springs from beneath the axle to above it.

This can provide substantial lift, but it is not a simple bolt-on height adjustment.

A complete conversion may require:

Correctly welded spring perches
Steering correction
Axle-wrap control
Driveshaft changes
Brake-hose changes
Shock relocation
Pinion-angle correction
Bump-stop changes
Spring selection
Professional alignment

Poorly designed conversions may cause axle wrap, bump steer, driveline vibration and unstable handling.

Strut and Independent-Suspension Lifts

Some Jeep models use independent front or rear suspension rather than solid axles.

Lifting an independent suspension can affect:

Constant-velocity joint angles
Ball-joint angles
Tie-rod angles
Strut travel
Droop travel
Alignment range
Axle-shaft life
Electronic suspension systems

Excessive height can cause joint binding and rapid wear even when the tires physically fit.

Use components engineered for the exact model and suspension system.

Lift Kits Are Not All Equal

The term “lift kit” can describe anything from a pair of spacers to a complete suspension system.

A kit may include:

Springs or spacers
Shocks
Control arms
Track bars
Relocation brackets
Sway-bar links
Brake hoses
Bump stops
Driveshafts
Steering components
Hardware

Before purchasing, determine:

What is included?
What is still required?
Which factory parts are reused?
What geometry is corrected?
What tire size is supported?
Is the kit designed for road use, trail use or both?
What maintenance do its joints require?
Does the manufacturer provide replacement parts?
Are instructions and torque specifications available?

A low advertised kit price may not represent the complete installed cost.

Springs and Spring Rates

Spring rate affects how much force is required to compress the spring.

Spring choice should account for:

Engine weight
Body configuration
Bumpers
Winch
Armor
Spare tire
Roof rack
Camping gear
Passengers
Towing
Desired ride quality

Too Soft

Springs that are too soft may cause:

Sag
Bottoming
Poor load control
Excessive body movement
Reduced clearance when loaded

Too Stiff

Springs that are too stiff may cause:

Harsh ride
Reduced suspension compliance
Reduced traction on uneven terrain
Less useful articulation on a lightly loaded Jeep

Do not select springs solely by advertised lift height.

Shocks

Shocks control suspension motion. They do not normally support vehicle weight unless they are part of a coilover, air-spring or similar system.

Shock selection should consider:

Extended length
Compressed length
Mounting type
Damping
Vehicle weight
Spring rate
Intended terrain
Heat capacity
Required travel

Shocks That Are Too Short

They may:

Limit droop
Top out
Reduce articulation
Damage mounts
Create a harsh extension stop

Shocks That Are Too Long

They may:

Bottom internally before the bump stop engages
Damage the shock
Damage mounts
Allow other components to bind
Permit springs to unseat
Overextend brake hoses or driveshafts

The suspension should be measured at full compression and droop before choosing shock lengths.

Bump Stops

Bump stops limit suspension compression before damaging contact occurs.

They may protect:

Tires and fenders
Shocks
Driveshafts
Brake hoses
Steering components
Springs
Bodywork

Bump-stop length should be based on the first component that reaches an unsafe position during compression.

Too little bump stop may cause damage. Too much reduces usable suspension travel.

Bump stops are a required part of suspension design, not an afterthought.

Limit Straps

Limit straps may prevent excessive suspension droop from damaging:

Shocks
Driveshafts
Brake hoses
Steering components
Springs
Constant-velocity joints

They are commonly used when the shock should not serve as the suspension’s limiting device.

Limit straps stretch under load and must be selected and mounted accordingly.

Control Arms

Control arms locate a solid axle and help establish caster, pinion angle and wheelbase.

Lifting a Jeep changes control-arm angles and axle position.

Adjustable or relocated control arms may be used to correct:

Caster
Pinion angle
Axle position
Wheelbase
Suspension travel
Joint binding

Short-Arm Systems

Short-arm systems retain mounting points near the factory locations.

They may be practical at modest lift heights, but increasing arm angle can contribute to:

Harsher impact transfer
Reduced ride quality
Greater geometry change through travel
Binding

Long-Arm Systems

Long-arm systems use longer control arms and relocated frame mounts.

Potential benefits include:

Flatter control-arm angles
Improved ride over some terrain
Reduced geometry change through travel
Greater articulation potential

Tradeoffs include:

Higher cost
Welding or frame modification
Reduced clearance at some mounts
More complex installation
Additional inspection requirements

Long arms are not automatically necessary or superior for every Jeep.

Control-Arm Joints

Common joint types include:

Rubber bushings
Polyurethane bushings
Spherical joints
Rebuildable flex joints
Heim joints

Rubber

Rubber generally provides good noise and vibration isolation with limited maintenance.

Polyurethane

Polyurethane may feel firmer but can transmit more noise and may bind when used in locations requiring multi-axis movement.

Spherical and Flex Joints

These can allow more articulation but may:

Transmit noise and vibration
Require lubrication
Require periodic rebuilding
Wear faster in contaminated environments

Choose joints appropriate for road use, trail use and maintenance expectations.

Tightening Control Arms

Many rubber-bushed control arms should be finally tightened at normal ride height.

Tightening them while the axle hangs may preload the bushings, causing:

Incorrect ride height
Limited movement
Poor ride
Premature bushing failure

Follow the instructions for the specific component and joint type.

Track Bars

A track bar locates a solid axle laterally.

As a Jeep is lifted, the axle may shift sideways because the track bar travels in an arc.

Corrections may include:

Adjustable track bar
Axle-side relocation bracket
Frame-side relocation bracket
Geometry-correction system

Track-bar mounts and hardware are critical to steering stability.

Inspect for:

Loose bolts
Worn bushings
Worn joints
Enlarged holes
Cracked welds
Flexing brackets
Contact through suspension travel

A loose or poorly mounted track bar is a common contributor to death wobble.

Track Bar and Drag Link Geometry

On many solid-front-axle steering systems, the track bar and drag link should operate on compatible arcs.

Poor geometry can cause bump steer, where suspension movement steers the vehicle without driver input.

Consider:

Relative angles
Relative lengths
Mounting locations
Pitman-arm position
Track-bar brackets
Steering linkage configuration

Do not install a dropped pitman arm simply because the Jeep is lifted. It may worsen geometry unless paired with the appropriate track-bar correction.

Caster

Caster affects steering return, stability and road feel.

Insufficient positive caster may cause:

Wandering
Poor return to center
Light or vague steering
Reduced highway stability

Too much caster can create other steering or driveline problems.

On some solid-axle Jeeps, adjusting caster also changes front pinion angle. The correct compromise depends on:

Driveshaft type
Lift height
Control arms
Vehicle use
Factory specifications

Do not assume a generic caster number is correct for every Jeep.

Pinion Angle

Pinion angle must be compatible with the driveshaft and joint design.

Incorrect angle may cause:

Vibration
Joint binding
Rapid joint wear
Seal wear
Driveshaft failure

The correct arrangement differs between:

Single-cardan driveshafts
Double-cardan driveshafts
Constant-velocity designs

Do not set pinion angle by appearance alone.

Axle Centering and Wheelbase

After lifting a solid-axle Jeep, verify:

Front axle is centered
Rear axle is centered
Wheelbase is appropriate
Tires sit correctly within the wheel openings
Driveshafts have adequate slip travel
Suspension components do not contact one another

Incorrect axle position can create rubbing, poor handling and driveline problems.

Sway Bars

Sway bars resist body roll.

They improve road stability but can limit independent wheel movement off-road.

Options include:

Factory sway bars
Manual disconnects
Electronic disconnect systems
Aftermarket dual-rate or trail-oriented systems

Disconnecting a sway bar can increase articulation, but it significantly reduces roll resistance.

Reconnect it before normal road driving unless using a system specifically designed to provide safe road control in another mode.

Check that disconnected links cannot contact tires, brake hoses or suspension components.

Brake Hoses and ABS Wiring

A lifted suspension may require longer brake hoses or revised routing.

At full steering and droop, confirm that:

Brake hoses are not stretched
ABS wiring is not stretched
Lines do not rub tires
Lines do not contact springs or shocks
Lines cannot be pinched
Retaining clips remain secure

Do not use brake hoses or ABS wires as suspension limit straps.

Driveshafts

Lifting a Jeep changes driveshaft length and operating angles.

Potential problems include:

Vibration
Joint binding
Damaged boots
Insufficient slip travel
Contact with exhaust or skid plates
Accelerated joint wear
Driveshaft separation

Some lifts require:

Longer or different driveshafts
Adjustable control arms
Pinion-angle changes
Transfer-case modifications
Exhaust modification
Limit straps

Inspect driveshaft clearance at full compression, full droop and intermediate positions.

Exhaust Clearance

A lifted suspension or replacement driveshaft may create exhaust contact.

Check:

Front driveshaft at full droop
Exhaust crossover pipes
Muffler clearance
Tailpipe clearance
Heat near brake hoses or wiring
Contact during engine movement

Exhaust contact can damage the driveshaft, create vibration and transfer heat into nearby components.

Steering Stabilizers

A steering stabilizer dampens steering movement and feedback.

It may help control:

Kickback
Minor shimmy
Feedback from larger tires

It does not repair:

Loose track-bar hardware
Worn ball joints
Worn tie-rod ends
Bad wheel bearings
Incorrect alignment
Poor steering geometry
Damaged tires
Death wobble

A dual-stabilizer system is rarely a substitute for correcting the underlying cause of steering problems.

Death Wobble

Death wobble is a severe, sustained oscillation of the front axle and steering system. It is not a normal consequence of owning or lifting a Jeep.

Possible contributors include:

Loose track-bar hardware
Worn track-bar joints or bushings
Damaged mounting holes
Worn tie-rod or drag-link ends
Worn ball joints
Worn control-arm bushings
Loose wheel bearings
Incorrect toe
Poor caster
Wheel or tire problems
Poor suspension geometry

If death wobble begins after installing a lift, inspect the entire installation and steering system.

See Understanding Death Wobble.

Alignment

A lifted Jeep should receive an appropriate alignment.

Relevant measurements may include:

Toe
Caster
Camber
Thrust angle
Axle position
Steering-wheel position

Camber may not be ordinarily adjustable on some solid axles. An abnormal camber measurement may indicate worn ball joints, bent components or other damage.

A shop that sets only toe may not have corrected all lift-related issues.

Request the before-and-after alignment report.

Steering Wheel and Electronic Systems

After suspension or steering changes, center the steering wheel correctly.

An off-center wheel may affect:

Electronic stability control
Traction control
Steering-angle sensors
Driver-assistance systems

Some Jeeps may require recalibration after:

Alignment
Tire-size changes
Suspension changes
Steering-component replacement

Do not ignore new warning lights following modification.

Larger Tires and Calibration

A lift is often installed with larger tires.

Changing tire diameter may affect:

Speedometer
Odometer
Transmission shift behavior
Stability control
Traction control
Electronic driver aids

Recalibrate the Jeep when required.

See the Tire and Wheel Guide.

Axle Gearing

A lift alone does not change effective gearing, but the larger tires commonly installed with it do.

Possible signs that gearing is no longer appropriate include:

Sluggish acceleration
Frequent downshifting
Poor towing performance
Increased transmission heat
Poor crawl control
Difficulty maintaining highway speed

See the Axle Gearing Guide.

Brakes

A lift raises the center of gravity, while larger tires add rotating mass. Both can affect braking behavior.

Inspect:

Pads
Rotors
Calipers
Hoses
Fluid
Parking brake
Electronic systems

Evaluate stopping performance after modification.

A Jeep that can accelerate larger tires may not stop them adequately.

Center of Gravity and Handling

A lift raises the center of gravity.

Possible effects include:

Increased body roll
Greater rollover risk
More sensitivity to emergency maneuvers
Increased crosswind sensitivity
Different braking behavior
Reduced cornering confidence

Drive conservatively until you understand the changed behavior.

A wider stance does not eliminate the effects of additional height.

Payload and Added Weight

A lift does not increase:

Gross vehicle weight rating
Gross axle weight ratings
Payload
Towing capacity
Tire load ratings

Lift components may add weight, while bumpers, armor, winches, racks and large spare tires reduce remaining payload.

Track the complete vehicle weight rather than judging by appearance.

Towing

A lift may affect:

Hitch height
Trailer attitude
Steering stability
Braking
Sway
Cooling
Headlight aim

Use the correct hitch arrangement and keep the trailer level as required.

Air springs, stiffer springs or a lift do not increase the manufacturer’s towing rating.

Headlight Aim

Raising or leveling a Jeep can change headlight aim.

After altering ride height:

Check headlight alignment.
Adjust headlights correctly.
Consider normal cargo and towing load.
Confirm auxiliary lights remain legal.

Poorly aimed headlights can reduce visibility and blind other drivers.

Selecting Lift Height

Use the least lift that accomplishes the goal.

Mild Lift

A modest lift may require fewer supporting changes and preserve more factory handling.

Depending on the Jeep, it may still require:

Alignment
Bump-stop changes
Longer shocks
Sway-bar links
Track-bar adjustment
Brake-line inspection

Moderate Lift

A moderate lift is more likely to require:

Adjustable control arms
Adjustable track bars
Geometry correction
Driveshaft evaluation
Brake-hose changes
Longer sway-bar links
Bump-stop correction
Additional calibration

Large Lift

A large lift may require substantial redesign involving:

Long arms
Steering correction
Driveshafts
Axle upgrades
Brake upgrades
Gearing
High-clearance fenders
Limit straps
Welding
Extensive inspection and maintenance

There is no universal height at which each component becomes necessary. Jeep model, driveline, tire size and use all matter.

High-Clearance Fenders Versus More Lift

High-clearance fenders may create tire clearance without raising the center of gravity as much.

Potential advantages include:

Lower overall vehicle height
Better road handling
Reduced geometry changes
Increased uptravel when properly designed

Consider:

Body cutting
Inner-fender clearance
Wiring relocation
Tire-coverage laws
Structural effects
Full articulation

Removing visible sheet metal does not guarantee clearance behind it.

Installation

A lift installation may involve:

Supporting the frame safely
Supporting and positioning axles
Compressing or removing springs
Disconnecting brake-line brackets
Removing steering components
Drilling
Cutting
Welding
Measuring geometry
Torquing critical fasteners
Alignment

Use a qualified shop when the work exceeds your tools, workspace or experience.

Never work beneath a Jeep supported only by a jack.

Before Installation

Record:

Factory ride-height measurements
Tire pressures
Alignment condition
Existing steering behavior
Existing vibrations
Fluid leaks
Suspension wear
Diagnostic codes

Inspect:

Frame and mounts
Ball joints
Wheel bearings
Tie-rod and drag-link ends
Track bars
Control arms
Bushings
Driveshafts
Brakes
Tires

Installing new lift components around worn factory parts creates a poor baseline and makes troubleshooting difficult.

Cycling the Suspension

Before ordinary driving or difficult trail use, verify clearance through the suspension’s range of movement.

Check at:

Full compression
Full droop
Opposing-wheel articulation
Full left steering lock
Full right steering lock
Intermediate steering positions

Inspect:

Tires
Shocks
Springs
Driveshafts
Brake hoses
ABS wiring
Track bars
Control arms
Sway-bar links
Exhaust
Bump stops
Fender and body clearance

The first unsafe contact determines what must be corrected.

Fastener Torque

Use the torque specifications provided by the vehicle or component manufacturer.

Critical fasteners include:

Control arms
Track bars
Steering linkage
Shocks
Sway-bar links
Driveshafts
Wheels
Brake components

Use new single-use hardware where required.

Do not guess torque or rely solely on an impact wrench.

Marking fasteners with torque paint can make movement easier to detect during inspection.

After Installation

After installing a lift:

Inspect the completed work.
Confirm springs and spacers are seated correctly.
Verify brake-hose and ABS-wire clearance.
Verify steering through its full range.
Verify driveshaft and exhaust clearance.
Set bump stops correctly.
Center the axles.
Set caster and pinion angle appropriately.
Center the steering wheel.
Arrange an alignment.
Calibrate tire size and steering systems when required.
Aim the headlights.
Test at low speed.
Gradually test at road speed.
Recheck all critical fasteners after the specified break-in period.

Stop and inspect the Jeep if you experience:

Wandering
Bump steer
Death wobble
Severe vibration
Brake problems
Tire rubbing
Driveshaft noise
Binding
Warning lights
Loose hardware

Suspension Maintenance

Modified suspension systems may require more frequent inspection.

Regularly inspect:

Joint wear
Bushing condition
Fastener torque
Track-bar mounts
Control-arm mounts
Shock leaks
Spring seating
Bump stops
Limit straps
Brake hoses
ABS wiring
Driveshaft joints
Tire wear
Alignment
Corrosion

Lubricate and rebuild serviceable joints according to the manufacturer’s instructions.

Mud, road salt and trail impacts can shorten component life.

Legal, Warranty and Insurance Issues

Before lifting a Jeep, check local requirements involving:

Maximum vehicle height
Bumper height
Headlight height
Tire coverage
Mud flaps
Track width
Suspension modifications
Steering components
Inspection requirements

Also consider:

Manufacturer warranty
Extended warranty
Insurance disclosure
Modification coverage
Registration
Parking and garage clearance

A modification does not necessarily eliminate an entire warranty, but coverage may be denied for a failure caused or worsened by that modification.

Rules vary by jurisdiction.

Common Lift Mistakes

Avoid:

Installing more lift than needed
Buying a kit solely by advertised height
Ignoring worn factory components
Ignoring caster
Ignoring pinion angle
Ignoring axle centering
Ignoring track-bar and drag-link geometry
Installing a dropped pitman arm without a matching reason
Using shocks as bump stops or limit straps
Failing to cycle the suspension
Allowing brake hoses to limit droop
Assuming longer shocks always increase travel
Tightening rubber bushings with the suspension hanging
Using a steering stabilizer to conceal poor geometry
Skipping alignment
Skipping tire-size calibration
Failing to re-aim headlights
Failing to recheck fasteners
Assuming a lift increases towing capacity or payload
Combining unrelated components without a complete plan

Buying a Used Lifted Jeep

Inspect:

Brand and part numbers
Installation quality
Alignment records
Tire wear
Steering behavior
Death wobble history
Track-bar mounts
Control-arm mounts
Driveshaft angles
Brake-hose length
ABS wiring
Bump stops
Shock travel
Axle position
Fastener condition
Weld quality
Tire clearance
Frame damage

Ask:

Who installed the lift?
When was it installed?
What supporting components were added?
Were the axles regeared?
Was the vehicle calibrated?
Are the original parts included?
Has it been used off-road?
Does it have vibration or steering problems?

A lifted Jeep should drive safely and predictably. Wandering, death wobble and severe vibration are not normal.

See Buying a Jeep.

Posting a Lift Question

Include:

Jeep year and model
Trim
Engine and transmission
Two-door or four-door
Current suspension
Current tire size
Desired tire size
Wheel specifications
Axle ratio
Existing accessory weight
Intended use
Desired lift height
Budget
Whether trimming is acceptable

Good Title

2015 JKU Rubicon: complete 2.5-inch lift requirements for 35-inch tires

Poor Title

What lift should I buy?

Explain what limitation you are trying to solve.

Lift Planning Checklist

Before purchasing:

[ ] The Jeep is mechanically sound.
[ ] I have selected an appropriate tire size.
[ ] I understand the actual clearance required.
[ ] I have chosen the least lift that meets the goal.
[ ] Spring rates match the Jeep’s weight.
[ ] Shock lengths are appropriate.
[ ] Bump-stop requirements are known.
[ ] Control-arm requirements are known.
[ ] Track-bar correction is planned.
[ ] Steering geometry has been considered.
[ ] Caster and pinion angle have been considered.
[ ] Driveshaft requirements are known.
[ ] Brake-hose and ABS-wire requirements are known.
[ ] Sway-bar links or disconnects are appropriate.
[ ] Axle gearing has been considered.
[ ] Braking performance has been considered.
[ ] Tire-size calibration is planned.
[ ] Alignment is included in the budget.
[ ] Headlight adjustment is planned.
[ ] Payload and accessory weight have been considered.
[ ] Local laws have been checked.
[ ] Insurance implications have been checked.
[ ] Post-installation inspection and maintenance are planned.

Related Wiki Pages

Final Advice

Use the least lift necessary to support the tire size and terrain you actually need.

Treat springs, shocks, bump stops, control arms, track bars, steering, driveshafts, brakes and tires as one system. A properly designed lifted Jeep should remain safe, predictable and maintainable both on the trail and on the road.