The addition of a new crossover lift kit application to our expanding range excites ReadyLIFT. As the popularity of CUV category vehicles has skyrocketed, we are delighted to now provide a 2 “Solution SST Lift Kit for the 20162021 Hyundai Tucson and 20172021 Kia Sportage.
New and improved 69-7520 2 “SST lift Kit was designed to fit both the 20172021 Sportage and Tucson AWD/FWD, which share the same chassis architecture. It offers all the wonderful features and advantages found in our well-liked CUV lift line-up.
If you’re looking for a method to make these two well-liked CUVs more adventurous, the 69-7520 2 “The SST Lift Kit is the ideal option. Increased ground clearance, the possibility to mount wider off-road tires, and more aggressive wheel offsets than standard are all benefits of simple bolt-on installation.
The 69-7520 SST lift kit features CNC-machined billet aluminum rear coil spring spacers and laser cut heavy-duty manufactured steel front strut extensions that provide an equal 2 “both front and back lift. Front sway bar drop extensions let you keep using the factory end links while preserving the driving characteristics of the factory.
With this fully bolt-on SST lift kit, an 8-inch rim can accommodate up to a 245/65-17 tire “With no rubbing problems, a wide wheel with a +38 offset is used.
allows for a tire up to the size of 245/65-17 on an 8 “With no rubbing problems, a wide wheel with a +38 offset is used.
Tire Size Note: ReadyLIFT recommends using Wheel Pros wheels and Nitto tires for the best possible fit. Tire specs and parameters, such as overall diameter, rolling diameter, tread width, aspect ratio, lug pattern, sidewall construction, and inflation pressure, will vary significantly per tire and wheel manufacturer due to product variations among tire manufacturers. Prior to installation, each tire and wheel combination should be tested for fit. For more information on the best tire fitment for your application, speak with your nearby installer.
Ride Quality Note: The structure and material quality of a tire manufacturer might change the ride quality of a vehicle when it is lifted and aftermarket wheels and tires are installed. The majority of larger aftermarket truck and SUV tires are 10-ply (or more) E tires as opposed to conventional OEM 6-ply C tires when a vehicle’s wheel and tire size is increased. The feeling of suspension stiffnessoften referred to as ride harshnessincreases as a result of the sidewall construction’s increased rigidity. The variations between All-Season, All-Terrain, Mud-Terrain, and Trail-Terrain type tires can be noticeable in terms of ride, handling, traction, noise, fuel economy, and wear. Please remember that the choice of tire and wheel will often have a noticeable impact on the ride and handling experience.
SAEJ2492 You acknowledge that the suspension of this vehicle has been altered by installing this product. As a result, this vehicle’s handling may differ from that of vehicles with factory-installed equipment. Extreme caution must be exercised, as with any vehicle, to avoid losing control or rolling over when making sudden twists or maneuvers. Always buckle up when driving, and be aware that certain driving maneuvers and reduced speeds may be necessary. Driving this vehicle carelessly could lead to fatalities or severe injuries. Drive only if you are familiar with the vehicle’s special handling characteristics and are certain you can retain control in all driving situations. It’s not advisable to make some alterations (or combinations of modifications), and your state might not allow them. Before making these adjustments, check your owner’s manual, the instructions that came with this product, and your state’s laws. The safety and legality of the vehicle you modify with these parts are your responsibility.
In This Article...
Do it yourself!
Before starting the installation process, please carefully and completely read the instructions. It is advised to have a qualified mechanic install the system. Incorrect installation is the sole cause of any failure or damage, and ReadyLIFT Suspension Inc.
Where should the jack be placed on a Kia Sportage?
The Kia Sportage’s undercarriage is the final place it could put the jack. In most situations, if you still have a spare tire, you can locate it stowed underneath the trunk of your car. However, before you can release and remove that vintage item from a distance, you might need to unscrew one nut. This is what?
Are you able to perform a suspension lift on your own?
Many of you may be wondering if you should hire a professional to install your lift kit or whether you can do it yourself.
A raise kit can enhance the appearance and ride of your car. However, the cost of having it installed can be high. Installing a raise kit typically costs between $600 and $700 in shops. In addition to buying the kit itself, this is required. The answer is straightforward for many people. They do it on their own. An easy lift kit installation can be done. However, it takes a lot of time. The installation of the kits takes a skilled professional between 5 and 7 hours. It typically takes an experienced private individual the entire weekend to work on an automobile.
Even while installing the lift kit is simple, it’s not necessarily simple. Additionally, some extremely specific instruments are needed. It will save time and money if you and your pals already have the necessary equipment. Good jacks and jack stands are required. It is much simpler to reach the necessary pieces once the car has been raised up and the axles have been dropped and supported. Additionally, it releases the strain from the suspension’s springs and other components, making replacement and addition much safer and easier. Installing the lift kit shouldn’t be an issue for those who feel confident with this procedure.
Your vehicle’s age and kind are important factors as well. Installing a raise kit on a vehicle with two wheels as opposed to four requires a somewhat different procedure. When you need to fabricate or weld parts for an older car, the process becomes much more difficult and intricate. Some people hire professionals to complete that type of work if their car needs it. However, you and a friend can do the entire process yourselves if you are confident in your abilities and can follow directions. Simply remove the coil spring with caution.
A lift kit installation takes time. It only requires drilling out and replacing rivets once the structure of the car is supported by individual jacks for each axle. A longer driveshaft can be required if the suspension of a four-wheel drive vehicle is being raised significantly. The transfer case’s angle may also need to be changed. Additionally, independent suspension vehicles are a little more labor-intensive and time-consuming. However, you can build your own raise kit as long as the steering linkage, sway bars, brake lines, and shocks are long enough.
Offset mogul
The purpose of an offset mogul is to push the other two diagonally opposed wheels to carry the tractive load of the vehicle by forcing the diagonally opposing wheels to have limited contact with the ground.
It’s not a problem in a true off-road vehicle because you can simply lock a center differential, which evenly distributes torque between the front and rear axles, and a rear differential, which evenly distributes torque between the two rear wheels.
With the aid of these devices, the vehicle’s diagonally opposed wheels can control the traction needed to drive.
All of our SUVs will struggle to varying degrees because the majority of them lack mechanical rear differential locks and center locking differential mechanisms.
Chassis rigidity
Although a strong body construction will permit some flex, it won’t be enough to stop the doors from opening and shutting.
This test will fail if we find any evidence of contact between the door and the metal body guide.
Mount Logmore
It’s similar to Mount Rushmore, but less beautiful and covered in slick, muddy, and damp logs.
The purpose of this test is to determine how well the cars control their traction and how far they can go up the logs before we release the pin. A climb like this would cause the majority of medium-SUV owners to likely reverse course. We’re interested to see how the climb goes, though, for those courageous few.
The ascent itself isn’t particularly dangerous; rather, the descent is.
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The SUV may come down at an unusual angle and perhaps roll if the vehicle deviates from the straight-ahead stance while coming down.
The litmus test will be to observe how far the most extreme will travel and how each car utilizes the available traction since we don’t anticipate any of them making it up here. We also fully understand that these vehicles’ ability to climb the logs will be constrained by their tires.
RESULTS
Instead, the front axle is powered by a gasoline engine in conjunction with an electric motor, while the rear axle is solely propelled by an electric motor. A braked traction-control system also serves as a limited-slip differential for the rear electric motor.
I had high hopes as we approached the offset mogul because of the additional flexibility of being able to control traction separately on the rear axle. The car was switched to “Trail mode,” which engages the off-road controls and engages the rear axle.
However, it fell well short of our expectations. Even though it made it across the offset hump, the rear axle didn’t seem to have any traction control engaged.
The wheel in the air just started spinning freely and didn’t stop until I applied the brake manually. This caused a problem when trying to reverse out of the mogul since it suddenly stopped spinning after making contact with the ground.
The car experienced a shunt as a result, which wasn’t great for the rear-mounted electric motor. Thankfully, there were no problems with the chassis flex test.
After that, it had trouble with the log climb and had trouble getting over the first few logs. Again, the wheels appeared to be spinning freely and the traction control system didn’t appear to be working.
Although it clearly has adequate power for the job at handthe Holden Equinox was the fastest SUV in our most recent Medium SUV Mega Testis it capable of doing some moderate off-roading?
Although the front-end lip protection made contact with the offset mogul’s higher portion, the car was still able to move further into the course.
From then, everything was rather simple. The front axle then received traction after the rear axle provided just enough tire slip to get the car moving (you can see that front-right tyre rotating, despite other tyres having no traction).
The traction-control systems did an outstanding job of controlling slide as it traveled the terrain, despite not making it up the full log mountain. Although you can see the front and rear wheels skidding, the traction-control systems kept things from getting worse.
We weren’t expecting it either, but despite its hunched-down front end, it also had enough clearance to pass over the top of the mogul. It also successfully completed the chassis flex test.
We wouldn’t be surprised if it could climb the logs further if it had some good all-terrain treads.
It nearly failed to complete the first section as the front-right wheel was allowed to spin freely. It eventually made it through, but depending on it off-road wouldn’t give us much confidence. It successfully completed the chassis flex test.
Over at the logs, the situation was the same. Wheel slip wasn’t really under control, so instead of having some degree of control over their rotation, all four wheels just sat spinning. Simply said, it felt ordinary.
The Forester is all about the adventurous lifestyle and was designed for those who spend more time outside on the weekends than I do.
Unsurprisingly, the Forester performed superbly. It swiftly and successfully coped with rogue wheel spin and walked through the offset mogul. The chassis flex test, meanwhile, went off without a hitch and did a good job.
How are the logs doing? Well, it reached the top of the slope the furthest. We’re actually very sure it could make it all the way up with a little bit of velocity and commitment, barring it becoming a little out of shape near the top.
The vehicle’s traction-control technology properly controlled wheel slip, and it easily and quietly walked up the logs until it lost traction. Subaru made a really great attempt.
With a superb balance of pricing and performance, Hyundai’s Tucson was once the go-to SUV in its market. But in recent years, the opposition has outperformed it. It is one of the few SUVs in the class with a dual-clutch transmission, and it isn’t particularly effective. It also explains why it performed so poorly on this test.
It failed to move forward due to erratic wheel spin and hesitation from the dual-clutch gearbox. It failed the offset mogul test but passed the chassis flex test.
It was the same story as we reached the logs. The Tucson’s transmission prevented it from providing torque gradually; instead, it provided it in bursts, making the vehicle difficult to control and preventing it from climbing the logs more smoothly. It reached the same distance as the others, but it didn’t feel secure in its accomplishment.
The Kia Sportage couldn’t be more different from the Tucson while sharing a basis, and the same is true of how well it handles off-road.
It moved through the first stage without even slowing down, pausing only at the halfway point to collect its thoughts, transmit torque to the tractive wheels, and then continue. Additionally, it passed the chassis flex test without any issues.
It performed admirably on the logs, but the traction control limited its ability to go further. It simply stretched all four wheels at the same time, which prevented it from moving farther, rather than restricting wheel slip. Nevertheless, an outstanding attempt.
We activated the “Off-road Mode,” which permits additional wheel slip as well as an off-road braking mode that permits the ABS to lock for an extended period of time during a hard stop.
We saw the front end touch down a few times as we got closer to the moguls, which suggests it might not be the ideal choice for long stretches of driving like this.
It had a little bit of trouble starting because of the dual-clutch transmission. Similar to the Tucson, it would appear to do little before doing everything at once, which led to a minor loss of control.
But it breezed through the second half of the course, which was encouraging.
The Tiguan really struggled with the logs. As the dual-clutch gearbox worked itself out, there were repeated clunking and clattering noises as it attempted to move up the slope. The reverse-moving hill descent control, which manages speed on a descent, was supported by the off-road mode, which was a positive outcome.
We didn’t have high expectations for the CR-V to perform well in this test, similar to the CX-5. But it astounded us, just like the CX-5.
However, it wasn’t quite as impressive over at the logs. When it got stuck on the beach, the traction control system completely stopped providing torque to the back wheels after initially helping it climb the first section of logs. Nevertheless, it was stunning.
The Nissan X-Trail, which emphasizes adventure, was the last cab to leave the station. Since it is built on the same platform as the Renault Koleos, we anticipated it to perform similarly.
The mogul easily navigated the first segment, but it had a little trouble with the second. There was a lot of wheel spin, but it didn’t feel like there was much control available.
When it finally gained traction, it lurched forward swiftly as well, demonstrating once more that there isn’t a lot of control available when it does so after slipping.
What about the logs, then? Not fantastic, I guess. Only the first few were passed before it abruptly came to a stop. Once more, the traction control did little to prevent the wheels from slipping, making it impossible to move forward. The X-Trail didn’t perform as well on the off-road circuit as we had anticipated.