Mopar 2 inch lift vs. AEV 2.5

[ENDVR]

I am in the market doing research for the JL, but I can give my opinion on the JK as wells as many friends with JLs.

I put roughly 35K miles on my AEV 4.5" lift. Overall it was great especially on the highway but it started to look like crap with the finishes coming off and the 5100s started to leak and was in search for a softer ride.

I then switched to 3.5" Metal cloak coils, control arms and the Rocksports. It was then too soft so I went with the FOX 2.0 Resi. I didn't like that so I then switched to the Falcon 3.3s and that seemed to really make a difference, I then finished out with all metalcloak components and was completely happy for the most part.

Now onto the JL. I have a friend I wheel with about 90% of the time. He has a JLUR 3.6 and has put roughly 25K miles on his MOPAR lift with 315/70/17 Duratracs and it has been all over the country and has been pretty pleased with it. I have ridden and driven this Jeep and was really surprised at how it rode, now it doesn't have the flex I would want but overall its a great lift.

Next friend has a JLURD with a MOPAR and 37s. His was good at first but really started to sag so he put on the Falcon 3.3s mainly because he ordered them a long time ago and they were backordered for so long. It has seemed to help but he is still not happy. I think he will be going with a 3.5" Metalcloak in the future. I have ridden in this rig offrroad with the MOPAR with Fox shocks and was also pleasantly surprised at how it rode.

Next friend has a JLUR with the AEV lift with 37s and it sits a lot higher than either of the guys with the MOPAR lift and he seems to be really happy although I have not ridden or driven this kit on a JL.

The next friend has a JLUR 4XE and has the 3.5" Metalcloak with Rocksports and 37s. He has about 20K on his and he just switched to 4.5" coils in the rear because of sagging. Overall he seems to be the happiest and his definitely out flexes the other kits. I have yet to drive or ride in his.

Not sure if this helps or confuses but my $.02.

Sponsored

 

[UncleJimmy]

What is the difference in correcting geometry with brackets as in AEV, Rancho etc. vs replacing with longer OEM LCAs like in the Mopar vs. using custom adjustable track bars, control arms, links etc as in the Clayton?

Is one option better than the other? It seems the brackets allow you to preserve more OEM parts.

 

[UncleJimmy]

Also, any recommendations for a lift for my uses: keeping the BFG 33s, I want to be able to drive at a good speed on trails without airing down. For full days of trail I air down, but I frequently have to hit a dirt/rocky road to get to some locations twice a week for a couple miles and I hate airing down/back up for that.

Just FYI, in my truck I have King coil overs, upgraded UCAs and heavier springs. It rides terrible unless I air down then I can take big hits and high speed, but that's not really what I'm looking for with this set up. I'm thinking soft/linear spring rate would be better than progressive. So I'm leaning towards Dynatrac, Mopar. Are there any other lifts that use linear springs or ride on the softer side? I like the AEV brackets for front LCAs and rear track bar bracket. I'm guessing there are others who make those brackets besides AEV? I know I've seen Rancho offer a LCA bracket.

 

[Sarapicos]

Need some guidance. I have a 2018 JLUR with an AEV DualSport lift that has been complemented with SteerSmarts components and MetalCloak arms (upper/lower - front/back) and after being a happy camper with the components, I'm afraid that the springs are showing the wear/tear of the many smiles by the miles and miles in Baja trails.

What are the thoughts of incorporating the MetalCloak dualrate springs to the kit?

Thoughts/Suggestions surely welcomed

 

[Roky]

Need some guidance. I have a 2018 JLUR with an AEV DualSport lift that has been complemented with SteerSmarts components and MetalCloak arms (upper/lower - front/back) and after being a happy camper with the components, I'm afraid that the springs are showing the wear/tear of the many smiles by the miles and miles in Baja trails.

What are the thoughts of incorporating the MetalCloak dualrate springs to the kit?

Thoughts/Suggestions surely welcomed

You didn’t mention shocks, but the logical approach would be MC coils, since you have their arms…….

 

[Sarapicos]

You didn’t mention shocks, but the logical approach would be MC coils, since you have their arms…….

Good point... I got the Fox 2.5 Performance shocks

 

[RockymtnJL]

AEV makes a good product. They're our neighbors here in Michigan. Great folks.

I'd like to throw our hat into the ring as an alternative choice as well. Our J-Venture kit (does not include control arms) or our J-Konnect kit (includes fixed length control arms) are very comparable options.

The benefits are the options to add FOX shocks and dual-rate coil springs. Ride superiority is key with JKS and our kits are designed to be dual purpose; on-road and off-road comfort.

I’ve always been impressed with your quality products. Any plans for a 4xe compatible lift? I ran an RK lift on my v6 but now I’m considering AEV since they offer a 4xe specific option. Thx! ?

 

[jack bauer]

Where were these pics taken? I need to get away for a few days and that looks like a fun place to hang out.

This trip was Red Canyon Jeep Trail to the Bradshaw Trail.
If you don't have onX Offroad you might consider it.

 

[Mabe855]

What size are your KM3’s in this photo?

I do not think the standard 2.5 AEV springs are too rough at all.

 

[jack bauer]

What size are your KM3’s in this photo?

37s

 

[Buckzona]

So I go to my local jeep shop asking about the price for the installation of a mopar 2" lift for my JLURXR... and he gives me a quote but then he asks why I want the mopar lift...
I tell him just to keep it all original mopar and ask why the question.
He tells me that he takes out those suspensions like 1 or two a month from customers not very satisfied, then he tells me why not go with the AEV 2.5" lift. He points at his jeep tells me that's what he runs and he never has customers that are not satisfied with the AEV...
I'm not sure if he was just trying to sell me on the AEV or people really like that better...
Anybody with experience on both of these lifts? Can you sell me on one or the other

So I go to my local jeep shop asking about the price for the installation of a mopar 2" lift for my JLURXR... and he gives me a quote but then he asks why I want the mopar lift...
I tell him just to keep it all original mopar and ask why the question.
He tells me that he takes out those suspensions like 1 or two a month from customers not very satisfied, then he tells me why not go with the AEV 2.5" lift. He points at his jeep tells me that's what he runs and he never has customers that are not satisfied with the AEV...
I'm not sure if he was just trying to sell me on the AEV or people really like that better...
Anybody with experience on both of these lifts? Can you sell me on one or the other

I can't compare the two lifts, but I've had the Mopar lifts from the start and have never been disappointed. Have done alot of trails in AZ, incuding Broken Arrow, Schnebly Hill, & Terminator (lower & upper) with no problems. I went with Mopar after watching a video of a Jeep engineer explaining how the lift was designed specifically for the JLUR. I suppose the video could just be Jeep hype, but no more than any other company promoting their company and the engineer's logic made total sense. That reason, plus no adverse impact on the warranty. Also got 3+ inches with the install. All the best on the trails!

 

[TCogs1]

Also, any recommendations for a lift for my uses: keeping the BFG 33s, I want to be able to drive at a good speed on trails without airing down. For full days of trail I air down, but I frequently have to hit a dirt/rocky road to get to some locations twice a week for a couple miles and I hate airing down/back up for that.

Just FYI, in my truck I have King coil overs, upgraded UCAs and heavier springs. It rides terrible unless I air down then I can take big hits and high speed, but that's not really what I'm looking for with this set up. I'm thinking soft/linear spring rate would be better than progressive. So I'm leaning towards Dynatrac, Mopar. Are there any other lifts that use linear springs or ride on the softer side? I like the AEV brackets for front LCAs and rear track bar bracket. I'm guessing there are others who make those brackets besides AEV? I know I've seen Rancho offer a LCA bracket.

Your living the dream that i did as well..

Mopar stuff is well engineered for a very specific use case.. as soon as you change parameters.. your toast.. and i can only address my experiences. 2018 JLRU with Mopar factory lift from the dealer, Fox shocks started leaking and death wobble ( all 4), at 5k mile, 50k miles of continuous death wobble, parts replacement, and claims nonsense (FCA refusing to address root cause, adjustable LCA) and to make matters worse, Jeep cares & warranty department was a joke..


Long story short, lemon law solved that problem... round 2 after much research with the you all and my 4x4 club, i settled on Ally warranty, Terraflex multirate springs and their high-end shock package ($2.5k 3" lift = matched set).. (of course adjustable LCA = root cause of DW <5 degrees, thank you EVO).

If you keep your lift to 2-3" inches, you dont need those brackets.. save your money.. Mopar lift kit prooved that, as well as my current build thanks to "Go Big in Ventura CA and Crown Dodge"..

I have experienced many of our brothers with mis-matched components.. And there is a big difference between tuned systems (springs and shocks) and piece meal systems, non adjustable, being applied too many use cases ..

In my case it is common for me to be at no loads in a soft-top 2 door, sporting around town and trails and then the going to the sierras loaded down for a 7 day rock crawling excursion.. meaning if you're going from over landing, to towing, to completely unloaded, multi-rate and adjustably is the right answer regardless of who makes it..

I also found a simple air spring in the rear helped with leveling (I use the Air spring HD Ram at $100 bucks easy solution)..

But those high end adjustable systems are expensive (>$5k).. I think i found the sweet spot.. Maybe somebody else found a better solution.. (I am all ears , mine works great!

In summary, I am sure AEV is awesome and I am sure Mopar works in very limited use cases. But adjustability is the key (Rate and damping).

Again i have not had a good experience with any FCA - Mopar designs - releases for my needs.. But there are answers.

Thank you all again for being one of the greatest forums and folks!

TC

 

[word302]

Your living the dream that i did as well..

Mopar stuff is well engineered for a very specific use case.. as soon as you change parameters.. your toast.. and i can only address my experiences. 2018 JLRU with Mopar factory lift from the dealer, Fox shocks started leaking and death wobble ( all 4), at 5k mile, 50k miles of continuous death wobble, parts replacement, and claims nonsense (FCA refusing to address root cause, adjustable LCA) and to make matters worse, Jeep cares & warranty department was a joke..


Long story short, lemon law solved that problem... round 2 after much research with the you all and my 4x4 club, i settled on Ally warranty, Terraflex multirate springs and their high-end shock package ($2.5k 3" lift = matched set).. (of course adjustable LCA = root cause of DW <5 degrees, thank you EVO).

If you keep your lift to 2-3" inches, you dont need those brackets.. save your money.. Mopar lift kit prooved that, as well as my current build thanks to "Go Big in Ventura CA and Crown Dodge"..

I have experienced many of our brothers with mis-matched components.. And there is a big difference between tuned systems (springs and shocks) and piece meal systems, non adjustable, being applied too many use cases ..

In my case it is common for me to be at no loads in a soft-top 2 door, sporting around town and trails and then the going to the sierras loaded down for a 7 day rock crawling excursion.. meaning if you're going from over landing, to towing, to completely unloaded, multi-rate and adjustably is the right answer regardless of who makes it..

I also found a simple air spring in the rear helped with leveling (I use the Air spring HD Ram at $100 bucks easy solution)..

But those high end adjustable systems are expensive (>$5k).. I think i found the sweet spot.. Maybe somebody else found a better solution.. (I am all ears , mine works great!

In summary, I am sure AEV is awesome and I am sure Mopar works in very limited use cases. But adjustability is the key (Rate and damping).

Again i have not had a good experience with any FCA - Mopar designs - releases for my needs.. But there are answers.

Thank you all again for being one of the greatest forums and folks!

TC

Death wobble is not caused by low caster.

 

[davered00ss]

We have the Mopar lift on the GF’s 18 2 door sport and love it. Has probably35k on lift. 34” nitty trail grapplers Thing wil cruise at 85 mph on highway smooth as my stock 21 rubicon. She did get over 3” of lift on it

Im in the same boat looking at AEV. Mainly because it’s $500 cheaper.

 

[Zandcwhite]

What is the difference in correcting geometry with brackets as in AEV, Rancho etc. vs replacing with longer OEM LCAs like in the Mopar vs. using custom adjustable track bars, control arms, links etc as in the Clayton?

Is one option better than the other? It seems the brackets allow you to preserve more OEM parts.

Anybody who tells you replacing all the arms is going to ride better than the drop brackets either has no experience with drop brackets or made a bunch of other changes at the same time. Slightly longer arms do nothing to correct the steep control arm angles. Dialing in the caster will help with the way the vehicle tracks but won't do anything to improve actual ride quality or bump absorption. Adjustable control arms in the back only serve to center the rear wheels in the wheel wells and have no effect at all on ride. The rear pinion ends up pointed at the transfer case like it should be throughout the arc of travel with stock arms. Ride height changes don't change that. Sure aftermarket arms are going to be stronger than stock, but how many control arm failures can you find on this board, or anywhere else. These aren't the stamped sheetmetal arms of the XJ/TJ era. They are box or tube steel and plenty strong. Flex joints will offer a bit more travel in theory, although I've been able to maximize shock travel with stock arms so even that benefit is over blown. Not knocking metalcloak or rockrawler as they are quality products, but the fact is the same jeep will ride better with drop brackets than adjustable control arms all things being equal. Run the same shocks and tires (as these make a bigger impact on ride than the control arms), on the same Jeep with 8 arms vs stock arms and drop brackets and tell me which one absorbs bumps better? Hell now that the stock arms are flat at ride height, I'd be willing to bet they flex better up front too. This jks lift is one of the most complete on the market for all the reasons I just mentioned. For non-rubicon owners it even includes quick disconnects for the sway bar(which also makes a bigger difference to off road ride than control arms). It's far more complete than the Mopar kit as it has geometry correction brackets and an adjustable track bar on top of the sway bar disconnects. All that plus fox 2.0s for $2k? The only thing I'd add on top of this kit is a rear axle track bar bracket to raise the mount and re-center the rear axle. https://www.extremeterrain.com/jks-...-coil-lift-kit-fox-20-shocks-jspec138kfp.html

Sponsored