Driving A Lifted 2009 Dodge Ram 1500

Though there are a few spacer kits out there already floating around, to our knowledge this is the first complete suspension system out and available for the new 2009 Dodge Ram 1500. And unfortunately for everyone else, it seems that Superlift put the bar high right from the get-go, and it is going to be tough for the other suspension companies to up the ante.

No, this isn't some full-race suspension; in fact this is a more basic version of the kit that still uses a stock-style strut, but the engineering work and shock valving that went into the design of this kit made this test truck impressive to drive.

In our January 2009 issue, we had our first drive impressions in the new Ram 1500, and before we could blink twice Superlift had a truck lifted up on 37-inch BFG All Terrains and available for us to take out and romp on for a bit.

The '09 Dodge 1/2-ton suspension has not changed much from the '02-'08's IFS design. It even uses the same knuckles in fact. But as close as it is, Dodge did change some things. For one, the new Ram's suspension does not travel straight up and down as the previous generation's did, and instead travels slightly rearward as it compresses.Superlift uses a replacement knuckle to keep the upper A-arm and steering tie rods in their stock locations. Anti-sway bar links and a subframe drop bracket allow for the 6 inches of lift.
The '09 Dodge 1/2-ton suspension has not changed much from the '02-'08's IFS design. It ev
Superlift's basic 6-inch complete kit comes with a drop bracket to lower the front factory strut 4 inches. Therefore, you can retain the factory strut to keep costs down, or you can upgrade the kit by adding an optional (excellently valved, by the way) Bilstein 5100 strut in place of the factory one.
Superlift's basic 6-inch complete kit comes with a drop bracket to lower the front factory

One thing to take special notice of is how Superlift's engineer, Kevin Dill, designed the suspension to actually sit a 1/2-inch further forward than it does stock. This keeps the tires from rubbing on the rear inner fenderwell of the front fenders. It also actually improves the anti-squat of the suspension.A spacer is used between the driveshaft and the front pinion yoke to compensate for the front end being pushed forward.You should also take note that, though this truck has a 6-inch lift on it, the subframe drop brackets only hang about 4 inches lower than the stock hanger locations.
One thing to take special notice of is how Superlift's engineer, Kevin Dill, designed the
The rear of the truck uses a new five-link coil-sprung design. This is a first for the Dodge fullsize trucks, and we were eager to see how it worked in a lifted form. Superlift uses a new coil spring to gain the 6 inches of lift. The factory track bar is retained but a track bar relocation drop bracket maintains good geometry once the truck is lifted.
The rear of the truck uses a new five-link coil-sprung design. This is a first for the Dod
In the rear, the well-designed factory control arms are re-used in an effort to keep the cost of the kit down, but they hang off Superlift's drop brackets to keep the angles correct. The drop brackets hang about 3 inches lower than the factory hangers do. Bilstein 5100s are used to dampen the bumps in the five-link rear end.
In the rear, the well-designed factory control arms are re-used in an effort to keep the c

Driving Impressions
We'll tell you right now that the phrase "overly abusive" has been used to describe us once or twice in the past. That being said, the truck survived us beautifully. We like to try to find any potential clunks in the suspension or weak parts in the kit when we go out and test drive new parts, and besides one giant clunk that sounded like it came from the transfer case (this truck had already been put through the wringer before us), there were no scary suspension noises or bangs that we heard from under the truck.

We couldn't believe that the truck was sitting on 37-inch BFG tires. The 20-inch Pro Comp wheels and large body of the truck made them look like 33s, and that feeling was further supported with the way the truck handled.

The rear end worked beautifully and the complete lack of axle wrap in the rear was a nice change from typical lifted 1/2-ton trucks we usually drive.

The new suspension had very little roll to it and did a wonderful job of picking up the bumps and really absorbing whatever we threw at it. In fact, it took some real work to try and get this truck airborne for a cover shot. Action shots are a lot easier to get when the vehicle rides like a dump truck, and unfortunately for our camera this suspension worked way too well.

Our one complaint was the lack of power in the dirt. And this is not really the fault of the suspension nor the engine of the truck, but instead the fault of the pesky traction-control system put in all new vehicles. It kept cutting out power when we were trying to get wheel spin. This can be very annoying off-road, but good for the average driver on the street.