This is a kit that will include everything you need to do the coilover swap on GM 1999-2006 torsion bar 1500 trucks and SUVs and will include the following:
- AFP 3/8″ Steel Coilover Brackets
- 2x Viking Double adjustable coilover shocks (Warrior or Crusader depending on usage)
- 2x Viking Coilover springs (silver in color)
- Viking thrust washer and spanner wrench kit
- Bushing for stud top shocks
- Spacers for upper and lower shock mounts
- Bumpstops for lowered, stock height, and leveled heights
This kit will work on all 1500 Silverados, Sierras, and year 2000 and up model SUVS including Tahoes, Suburbans, Yukons, Denalis, Escalades, etc. This does not fit any other truck models or years, including 2500/3500s, Fords, Rams, or anything other than 1500 GM trucks with torsion bars. 1999 SUVs were still the older body style, and this kit will not work for those although I do have a GMT400 (88-98 trucks) kit that is listed elsewhere on my site for those.
This is meant to be an easier way to order than piecing the all the parts together. I will be happy to assist in figuring out what shocks you need but this is mostly informed by the choices you make in the options above so there is typically not a need to contact me otherwise unless you have questions. The shocks for lowered and stock height will be the “stud top” style to maximize available shock travel and length based on your ride height. For more than 1″ over stock height the kit will come with the Lifted style upper brackets. These have an integrated mount for the top of the shock using eyelets on both ends that moves the mounting location over to create more room from the coil spring to the upper control arm.
The most common lowering kit is 2-3″ drop as this puts the CVs at a flat to slightly negative working angle which is perfect for racing and power transfer. You can easily make it a 4-5″ drop by also doing a drop spindle at the same time (I do not sell spindles). OEM factory or MOOG lower control arms are required (no autozone/ebay ones), but you can use any upper control arm you want including cognito, rough country, kryptonite, etc. If you use the autozone/ebay/detroit/china LCAs the lower bracket will not fit correctly since the shock bolt hole location changes slightly. Limiting straps are not required with this kit.
Lifting from Stock Height: This kit is not compatible with trucks that have lift kits that relocate the UCA. UCA must stay in factory spot on the frame. This rules out older superlift and procomp style lifts as well as newer fabtech or FTS kits typically. You can email me a picture of your current setup (the shock area) if you are unsure. This kit does not include bumpstops for heights 4″ and higher over stock, however I do recommend using them if at all possible. They are not included as there is such a wide variety in heights and kits would be difficult to account for all possibilities. The Daystar KU09037BK would be my suggestion to start if this applies to you. The highest lift you can achieve is when the front leg of the UCA is within 3/4″ of the droop stop on the frame. I do not recommend going higher than this or modifying the droop stop as the ride will be terrible (suspension hits the stop constantly) and that stop acts to protect the front end from overextension. If you want to go higher, you need a bigger lift kit.
This kit will not make your truck into a $200k trophy truck, so please do not try to jump your truck in the desert or do trails at 80mph. This modification is primarily intended to improve ride quality and on road street performance. It will enhance offroad performance as well, but I do not recommend high speeds or jumping offroad. Any broken shocks outside of manufacturing defects will not be covered under any sort of warranty.
Warrior vs Crusader Shocks: I typically use Warrior or Crusader shocks with my kits. The warriors are the street/strip shocks from Viking and work very well for daily driver and <700hp trucks. These come in a standard valving and are not able to be changed. The Crusaders are the race shocks that have a range of optional valving. These are best suited for trucks primarily intending to race or have over 700hp (to the wheels). 4WD trucks typically want stiffer rebound control, so the Crusaders from this kit (if you select Racetruck from the usage option above) will come with AK valving. The Crusaders are a $75 upgrade (per shock) over the Warriors.
Installation Note on Spacers: This is also in my installation PDF but wanted to put it here also since some people miss it. The spacers that are included with the lifted kit are to take up the space between the shock and the mounting bracket. These are to be placed so the shock is as vertical as possible, even if it moves it very close to the upper control arm. This typically means the bottom spacer is towards the rear of the truck pushing the shock forward, and the upper spacer is on the forward most pushing the top of the shock rearward. This is important so the shock does not experience binding and possible failure on a big compression event. Be sure to watch my videos and installation instructions on the support page of this site.
Extra Heavy Trucks: Depending on usage it may be a good idea to keep the torsion bars installed and add the coilovers in addition to them. We can turn the torsion bar adjustment keys all the way down and use the coilover spring to fine tune the height. This has the benefit of providing a lot of spring support for heavy items such as large plows, obnoxious dinner table size steel bumpers with a big winch, a heavily loaded overland setup, or anything else that would typically overstress a normal front suspension. I have done this setup several times in the past and it works great for those cases.
New Upper Weld-on Bracketry Option: These are weld-on upper coilover mounts to replace the stock shock perch on both 2wd and 4wd 99-06 GMT800 1500 trucks. You could call these “long-travel” brackets but I personally don’t like that term as it can be misleading. These require the removal of the factory mounts and need to be welded to the frame. They are laser cut 1/4″ thick steel on the base plate and shock tabs and 3/8″ thick steel for the mounting struts. This utilizes 2 parallel mounting braces instead of a single center one for maximum strength and stability. The mounting angle is offset to insure the shock is aligned with the lower mount to prevent any shock binding during travel. Completely designed in SolidWorks. You will need a suitable welder and fabrication skills (or access to someone who does) to install these (should be welded all the way around the perimeter and top). These are meant for the more serious guy who needs more flexibility with their setup than the normal bolt-on style kits (available elsewhere on my site). If you choose this option the kit will come with these brackets instead of the typical reinforcement style upper brackets. Two different shock versions will come with these kits, but the only difference is in the included bearing width. The bearings from the “-W” shock are 1.25″ wide and will be used on the top of both shocks. The standard bearings are 1″ wide and will be used on the bottom of each shock. More information on the weld-on brackets is available here on their specific product page: https://atomicfabandperformance.com/product/9906welduppers/
More background information and installation instructions for the coilover kit is located on the support page here: https://atomicfabandperformance.com/support/