Superlifting the 2007 GM 1/2-Ton Trucks from www.ChevyTruckWorld.com · Superlift

Superlifting the 2007 GM 1/2-Ton Trucks
Author: Tom Morr
Photography: Tom Morr & Trent McGee

Lifting 2007 Chevy Pickups and SUVs with a new Superlift kit that fits 35-inch tires without compromising ride quality

Ride quality sells trucks. Years ago, contractors and ranchers didn't mind buck-boarding down the highway. After all, if you wanted the legendary "Cadillac ride," you bought a luxury car. Just as the OEMs prioritize in-the-saddle comfort to sell new pickups and SUVs, the aftermarket suspension companies have also raised the bar on lift-kit refinement. Suspension systems that still have the old-school kidney-belt-requiring ride would likely put their manufacturers out of business.

Superlift is one aftermarket company that's embraced the new OE suspension technology. When GM introduced coil-over front suspensions for its 2007 pickups and SUVs, Superlift set out to design lift kits that accommodated larger tires without compromising the factory engineering, including the optional electronic-shock Autoride system.

Advanced computer modeling allowed Superlift to design its 2007 Chevy/GMC 1/2-ton kits using GM engineering data. Fit and clearances are all "tested" on the computer before any actual metalwork takes place. The software even spits out jig designs for the various brackets. These files go directly to computer-controlled laser-cutters and CNC lathes and mills, so component quality and refinement is at a higher level than ever. Reduced R&D time allows Superlift to introduce new systems about the time the new-model vehicles hit the dealerships.

Bang-per-buck is also improved. High-tech CAD/CAM software allowed Superlift to create a basic kit that works for all 1/2-ton 4WD and 2WD 2007 Silverado/Sierra 1500s, Yukons/Tahoes, Yukon XLs/Suburbans and Avalanches. Application-specific packaging obviously deletes the front diff brackets and hardware for 2WD applications and includes either rear leaf (pickups) or coil (SUVs) leveling components. Superlift also offers parts that permit the factory Autoride feature on SUVs to be retained.

Installation
Superlift recommends professional installation. The photos here show major steps from Superlift's R&D fitment-verification session on a 4WD SUV/Autoride job, which has the most variables of the different kit configurations. The purpose is to give installers an overview of the job, which is covered comprehensively in Superlift's web-downloadable instruction manual. With delays for photography and to verify part numbers and hardware packaging, this system was installed in a long day by Superlift engineer/kit designer Mike Martin, Jace "ASE-certified" Patterson and "Superlift's Off-Road Adventures" TV show host Trent McGee.

Results
Superlift chose to make the ride slightly firmer using front preload shims. This increases handling predictability by helping compensate for the higher center of gravity and additional leverage created by wider front track width and larger tires/wheels. The most noticeable ride improvements are in the SUVs. Body roll and front-end dive under heavy braking are greatly reduced, again thanks to the preloaded front coils and wider track. Since this shoot, Superlift has also released an optional replacement strut that retains all of the factory coil components but is valved slightly more firm, once again to compensate for a heavier tire and wheel package as well as reduction in body roll. Suspension travel is unchanged with either option, but Superlift did document slightly more articulation during 20-degree ramp RTI testing on a Z71-model pickup.

Sources

Off-Road Innovations
318-397-9099

Superlift Suspension Systems
800-551-4955
www.superlift.com

Toyo
800-953-8696
www.toyotires.com

Velocity Wheel
323-267-0683
www.velocitywheel.com

The Superlift 6" kit easily clears 305/55-20 Toyo Open Country ATs (33.2" diameter, 12.4" wide) on 20x8.5 Velocity 101 Series wheels with 6" backspacing (35mm offset). Due to the oddball size of the new Chevy’s wheelwells, that’s as big as you can really go without massaging the fenderwells. Trimming the fenderwells makes room for 35s.	The kit is engineered and assembled using cutting-edge CAD/CAM technology. 3-D chassis diagrams come directly from GM. Superlift then designs system components to fit and cycles the suspension on the computer to check clearances and geometry.	Superlift gives you the option of replacement front monotube shocks with the factory coils for standard 2007 1/2-tons and non-Autoride SUVs.
To retain the optional factory Autoride electronic suspension option or for those who prefer to stay with the OE shock valving, Superlift's system uses spacer towers and preload rings in conjunction with the OE shocks and coils.	With the vehicle raised and secured and the tire/wheels removed, disassembly begins by disconnecting the brake hose and ABS plug at the upper control arm and frame. The caliper is then unbolted.	Remove and save the factory torx bolt that secures the rotor to the hub, then remove the rotor.
Use the appropriate puller to separate the tie-rod ends from the knuckle.	Unbolt the swaybar from the lower controls arms on both sides.	Remove the swaybar by unbolting its frame mounts. Save all bushings and hardware.
Mark the orientation of the cam bolt on the upper control arm before loosening it to allow the strut to pivot.	Remove the strut after unbolting it from the lower control-arm and frame mounts.	Mark the orientation of the CV axles on the differential before removing its bolts.
Pry off the dust cap and use the appropriately large socket to remove the spindle nut.	Use the proper pullers to disconnect the balljoints from the knuckles.	Support the hub/knuckle with a jack or enlist help to pivot the assembly in order to remove the CV axle.
Lift out the knuckle assembly.	Unbolt the lower control arm from the frame and remove it; save all hardware for reuse.	Remove both factory skidplates if installing the optional Superlift front stainless-steel plate. Otherwise, only the OE diff skidplate goes.
Mark the orientation of the front driveshaft before unbolting it from the differential. Secure the driveshaft out of the way.	Disconnect the electrical plug and vent tube from the differential. Support the diff with a jack, then unbolt and remove the rear crossmember.	Remove the diff mounting hardware, then get help for lowering the diff to the ground.
Refer to the instruction sheet's illustrations before scribing and trimming the factory driver side lower control-arm mount that doubled as the rear crossmember mount.	The kit includes a reinforcement plate that is welded to the driver side lower control arm mount to maintain structural integrity after the necessary trimming is complete. Spray-can primer and paint are applied after the metal cools to fend off rust.	Install the kit's two diff drop brackets but leave the bolts loose at this point.
Get help to lift the diff up to the drop brackets. Reinstall its vent tube and electrical connector, then torque down the diff mounting hardware.	Loosely install the kit's lower control-arm front crossmember. Its control-arm mounting ears are contoured for proper caster.	Install rear Superlift crossmember to the previously modified frame mounts.
The two crossmembers tie together with the kit’s recessed diff skidplate. Button-head bolts maximize ground clearance. The front driveshaft can be reinstalled at this point.	Using the template from the instruction sheet, drill new swaybar-link holes in the lower control arms.	Install the lower control arms on the Superlift crossmembers. Final fastener torquing will happen once the truck is on the ground.
Front lift is achieved by the Superlift knuckles'(left) spacing the lower balljoints 6 inches below stock (right). This trial-fit knuckle isn't powdercoated, unlike Superlift's production units.	The OE hub/backing plate assemblies are transplanted onto the new knuckles, using the included thread-locking compound on the factory bolts.	Knuckle reinstallation works best as a two-person procedure.
Reconnect the CV axles at the hub.	The kit includes billet CV axle spacers for the differential.	Installing the strut preload rings on Autoride systems requires disassembling the front struts, which must be marked for proper orientation prior to removal. Installing the replacement struts also requires disassembly, but the factory coil and all related strut hardware is retained.
A commercial strut compressor should be used when disassembling the factory coil-overs. (Off-Road Innovations pinch-hit while Superlift's compressor was being upgraded.)	Superlift's Autoride kit includes preload spacers that raise the lower coil plate slightly to stiffen the factory coil's spring rate. This rate boost offsets what would be an effective rate decrease, resulting in “spongy” ride characteristics, caused by an increase in track width (from using wider tires / wheels).	After the coil-over is reassembled in the strut compressor, the kit's spacer tower is added using the factory hardware. With the replacement strut option, this tower is not used.
Reinstall the newly reconfigured coil-overs.	The kit includes drop/relocation brackets for the brakelines as well as for the ABS and Autoride sensors.	The swaybar reinstalls on the kit's drop brackets. The factory links bolt through the previous drilled holes in the lower control arms.
The optional brushed stainless skidplate attaches to OE upper mounts and Superlift front crossmember.	Kicker braces install between rear Superlift crossmember and factory transmission crossmember for added rigidity.	The factory t-case skidplate must be notched to clear the driver’s side kicker brace.
Rear SUV Lift __ Disconnect the rear brake hoses from the hard lines at their frame bracket. Also, pull the vent tube off the diff.	Using the kit's bracket as a template, drill holes, then remount the brake lines and diff vent tube on the new bracket.	Unbolt the track bar from its axle bracket and tie the track bar up and out of the way.
Next, remove the factory swaybar links.	Pull the shocks' lower mounting bolts.	Lower the axle until the coils can be removed.
Loosen the link arms' mounting bolts but leave them in place.	Disconnect the AutoRide sensors and e-brake cables. Secure the cables out of the way.	Superlift's preset rear coils are five inches longer than stock to level 2007 SUVs.
Finish removing the link arms.	The lower arms' forward mounts must be trimmed slightly to make clearance for the Superlift drop brackets.	The Superlift link-arm drop brackets and lowered shock mounts bolt to each other and to the vehicle's frame. Double-nutted plates ease the in-frame part of the job.
The link arms are loosely reinstalled.	Once the e-brake cables are routed through the new brackets, the Autoride recalibration bracket can be added.	The trac-bar bracket installs to the stock mount after additional holes are drilled.
Bumpstop extension brackets are mounted in the OE locations, using additional bolts for stability.	The Autoride shock extension brackets bolt to the existing mounts on the axle.	The Superlift coils are installed so they're properly engaged in the factory seats, with the rubber isolators in position.
The kit includes OE-style extended swaybar links.	The lower trac-bar mount is easier to line up with the vehicle on the ground; a come-along is used here with the truck still on the lift. On-ground button-ups include bleeding brakes, re-aiming headlights and double-checking torque of all fasteners. Finally, the vehicle needs to be professionally aligned. Also, the truck's computer may need to be "reflashed" by a dealership for the StabiliTrak system to accept the new tire diameter. (Superlift is working on a recalibration system.)