Hey guys noob here.

I did a search and all I came up with was a bunch of threads discussing Teraflex's LCG lift. Anyway I have a fair amount of experience with lowering cars and lifting IFS trucks, but never any experience with solid axel trucks.

While looking through a verity of lifts I noticed some are called LCG or Low Center Of Gravity, however I have not been able to find any explanations of what makes a lift LCG. My best guess would a lift, wheel & tire set up that keeps height to a minimum and still allows travel. Can someone please chim in and let me know what exactly defines a LCG lift?

Thanks in advance!

 

Basically running the least amount of lift to clear whatever size tires you want to run while still getting good articulation. The JK wheel wells are a lot larger than previous models so this helps. You can also add flat fenders to make even more room. LCG = better stability on and off road. You can go short arm, long arm or coil over suspension to get there.

That my quick and dirty definition.

 

Thanks for the explanation!

So when a kit manuf says its LCG, there is nothing specific parts wise that makes its LCG. It just means that are trying to keep the heigh to min while maximizing travel. Correct?

 

Yep...so the RK 2.5 flex lift I have recommends you have longer shocks than a standard 2.5 inch lift up front. My Bilstein shocks are for a 2.5 in lift based on "standard 2.5 inch" travel, so I have to upgrade to a 4 inch shock length to get the max droop out of my front.

 

Ok perfect thats what I thought but I found some threads where guys on older jeeps where talking about tucking suspension components up into the body more and just wanted to make sure there where no special parts that make a kit LCG specific.

Thanks for all the help guys!

 

COG is also affected by suspension geometry.

The harder core LCOG crowd moves shock and control arm mounting points to get 10"-12" or more travel shocks to work with 1/2 the travel up and 1/2 down, with minimal or no extended bumpstops.

They cut fenders/fender wells high for more clearance.

They dial in more anti squat with higher rear upper control arm mounting points.

They use spring retainers because their shocks are so long that the springs can unseat from their perches.

 

The premise of LCG is what you are thinking. Lift the Jeep only high enough to clear the largest tire that you want to use. Your Jeep will be less likely to roll in an off camber situation because it isn't super tall and it will feel more stable. The tire is what provides the ground clearance. Taller lifts help with breakover angles and approach/departure angles, but skids and a winch can help with that if the JK body is not quite tall enough to clear when using an LCG setup.

I'm not sure what makes Teraflex's LCG suspensions any better than any other lift of the same size regarding lower center of gravity. I think it is a marketing thing to put LCG in the name, which gives the impression that it is better. You would get similar LCG from other lifts with similar lift heights IMO, especially if the lifts use the factory brackets. If anything, a lift from Rock Krawler or another company that uses solid control arms will add more weight down low for stability than a lift that uses hollow DOM tubing for control arms.

 

Control arm angles affect COG.

The Teraflex rear long arm, control arm angles improve anti-squat over stock.

My 2 dr with 40s on a 99" wheelbase, with a 4.5" Trailmaster long arm that uses an independent rear 3 link design, combined with the lower control arm bracket hole options, provides so much anti-squat that the setup allows me to drive steeper terrain without loosing front tire traction than a stock, unlifted 2 dr.

 

Different manufactures are tackling LCG in different ways but here is how I'd distingish a 2.5 inch standard lift and 2.5 LCG lift.

2.5 Standard
Shocks have the same travel distance up and down
Control arms are basically stock
Designed for a 33-35

2.5 LCG
Shocks have more down travel than up
Might have longer bump stops
Control arms may be configured to allow more for articulation
Designed for 35-36

I've wheeled with a few LCG built trucks and they are amazing! There is a Tj in our club that runs 35s, lockers front and rear and has basically no uptravel. It goes everywhere.

 

To do it right, you want about 1/2 up and 1/2 shock travel.

If you are building a go-fast setup, you want more up than down travel.

The reason you want uptravel is that if you articulate your suspension and are on your bumpstops, it pushes that side/corner of the jeep up. This is less stable than a 1/2 up 1/2 design for off camber and/or steep climbs.