2007 Jeep Wrangler Jk - aev Articulation - Photo 24358297

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We performed the same tests with the AEV suspension installed. The results revealed the AEV lift gains you some articulation in each scenario.<br /><br /><b>AEV</b><br />Both anti-roll bars connected: <i>17-5/8 inches</i><br />Front disconnected: <i>26-1/2 inches</i><br />Both 'bars disconnected: <i>28-1/4 inches</i>

Three and one half inches of lift makes a big difference with approach angles.

With the lift, the monstrous plastic hulk just cleared the offended rock. You can be sure that both of these front and rear polyurethane protrusions are not long for this world on this Jeep.

Jeeponomic's hideous rubber-baby-buggy-bumper sustained some rock rash when I tried to cross this ditch in stock form.

These before and after shots of Jeeponomics hiking a tire in my "Twisty Bits" test wash don't show much change in articulation. Stock, the measurement under the tire to the ground was 16-3/4 inches.

With the AEV suspension it was 16-1/4. All the before and after testing was done with the OE wheels and tires mounted to keep things equal. The 35-inch Intercos change the dynamics of the tests.

On my loose hill climb test the Jeep performed as a Jeep should, both in stock form and lifted. If you look closely you can see the rig's tire tracks and see that it started to slip and dig in about half way up the climb. Instead of hopping and huffing and giving up, the little JK just kept working and eventually re-gained traction and walked up the hill. I was impressed that it crawled this loose hill just off idle in stock form and really happy when it repeated the performance with the lift. Many test vehicles I have worked with in the past have failed to climb this hill, even with lots of throttle and momentum.

Before and after shots of the Jeep's breakover angle are telling.

Even with the puny stock tires installed, the JK sports much better ground clearance with the 3.5-inch AEV lift. Too bad I couldn't get a sunny day for the "after" photos!

Like the front, the rear plastic plow did a nice job of grading the trail in stock form. The exhaust pipe sounded like a potato was stuffed up it!

With the AEV lift the potato was gone and I treaded lightly through the ditch.

One of my favorite tests is borrowing my buddy Don's forklift to check out articulation. We lift the rig's left front tire until another one comes off the ground - usually the left rear. <br /><br /><b>Stock</b><br />Both anti-roll bars connected: <i>17-1/4 inches</i><br />Front disconnected: <i>23-1/2 inches</i><br />Both 'bars disconnected: <i>25 inches</i>

We performed the same tests with the AEV suspension installed. The results revealed the AEV lift gains you some articulation in each scenario.<br /><br /><b>AEV</b><br />Both anti-roll bars connected: <i>17-5/8 inches</i><br />Front disconnected: <i>26-1/2 inches</i><br />Both 'bars disconnected: <i>28-1/4 inches</i>

Just for fun I took the Jeep over a truck scale at another friend's heavy equipment shop. In stock form with all that plastic the little JK still weighed in at a somewhat portly 3,720 pounds. At the end of Jeeponomic's build up I'll run it over this scale again and we'll see how much pork our stimulus package gains!

Here is an overview of the complete AEV "Premium" 3.5-inch suspension system. Yes, there doesn't look like there is much to it but the beauty is in the engineering details.

Starting in the front we have a classic Nth Degree origami-looking track bar relocation bracket. These pieces magically fit together to form a new lower bracket that places the front track bar in the optimum location for the 3.5-inch lift.

Here is the bracket all fitted together and installed. In addition to relocating the track bar, it provides a new mount for the sway bar link and an attachment point for the HD steering stabilizer included in the Premium package. Note the steering drag link is now attached to the knuckle from the top, allowing for higher clearance and placing it in parallel with the track bar for zero bump steer.

To allow the steering drag link to attach from the top, a mirror image, bent-the-other-way drag link is provided in the Premium kit. Having close ties to Chrysler allows AEV to offer a part like this with OE quality.

Scary! This is the trickiest part of the whole install. You have to hold the drill steady and straight and drill a hole down through your steering knuckle, removing the upward tapered hole that the bottom-mounted original steering drag link fitted into.

Once the knuckle is drilled, this special tapered sleeve is fitted into the hole with the taper going downward. The sleeve is split so when the tie rod end is tightened, the sleeve is swedged into the hole.

Inset shows the knuckle all ready to accept the new, reverse bend steering drag link.

This is the completed front suspension with the progressive rate, frequency tuned 3.5-inch AEV spring in place, along with the specially-valved Bilstein 5100 shock. Note the high-clearance drag link, the heavy-duty steering stabilizer, and relocated track bar. Also included are longer sway bar links and brake line drop brackets. Though the lower control arm looks aftermarket too, it is the stock, heavy-duty tubular JK piece.

Moving to the rear, this is the heart of the rear roll center relocation I talked about so much in the text. The axle-mounted track bar bracket moves that end of the track bar a full six inches for only a 3.5-inch lift. This changes the rear roll center, as explained in the text, and gives the AEV suspension its handling characteristics. A new, OE-quality track bar (top) is included with a special bend to fit the 6-inch relocation and clear the exhaust pipe.

The track bar relocation bracket is installed onto the axle. It mounts to the original bracket (at bottom), as well as spreads the load out along the axle tube with a solid U-bolt attachment at its end.

The finished install of the rear track bar relocation bracket shows the full 6-inch difference in the mounting position. The new track bar is installed and you can see the bend that clears the exhaust at full stuff. Also visible is the Bilstein shock and new rear spring. The scribe mark on the old T-bar mount is mine as I cut off the old bracket here for a cleaner look. Note the two holes at the top of the mount for mounting the track bar. The upper hole (not used) is for the 4.5-inch suspension kit.

A look at the completed right rear suspension shows the included bump-stop spacers, brake line extensions, and the recycled use of the front OE sway bar links to the rear (pretty green of AEV to not throw these away!). Also, note again the OE control arms are still in place and look well up to the task of handling the 3.5-inch lift, both in length and strength.

I have to include a shot of AEV's jack extension which allows you to still lift your JK with the OE jack after you have installed taller tires.

When not in use, this bright orange plastic blob stores cleverly upside down in the little storage trunk under the back seat (inset). Who else would think of this?

The AEV Pintler beadlock wheel is a one-piece casting and features this centering lip to aid in centering the tire on the wheel and enhance balancing. The wheels feature the Argent powder coating.

Twenty-four Grade 8 bolts hold each forged aluminum lock ring in place. A nice feature is the machined, tilted seat within the bolt holes so the 24 bolts torque flat against the ring regardless of bead thickness. Anti-seize is used liberally on each bolt.

It is a labor intensive process to mount a beadlock properly. Many rounds of tightening in a prescribed pattern are necessary for the bead to seat properly and not leak or break bolts. This is just the beginning of the labor intensive attention that beadlocks require. The final 15 lb-ft of torque should be re-checked monthly and the bolts replaced once a year.

The Interco engineers had a real (battle) field day designing the side lugs of the SS-M16. Check out the bullets between and chevrons on each lug.

This is about the best traction test I've tried so far. I drove up this steep hill, turned 45 degrees right and stopped. I then took off again to see how much the M16s slipped sideways and if they could gain traction and pull the Jeep on up the hill. The tracks left are telling. The JK not only held onto the side of the hill, but clawed it's way straight again and climbed to the top.