AEV 2.5" XT DualSport Suspension for JK Wrangler

As with the control arms, the number one reason is because the original parts are perfectly fine and nothing about lifting the JK dictates that they need to be replaced. But theres more: we feel that track bars are so critical that they represent a greater safety concern from failures than any other item (control arms, shocks, etc.) in most suspension designs. This is why we have chosen to retain the OE forged components.

The Jeep JK has two spring masses: the front axle and the rear axle. It is essential that these two masses work in harmony with one another when they are disturbed by bumps in the road. To illustrate this, when the JK is driven quickly over something such as a speed bump, the front spring mass (axle) is disrupted and it responds by compressing, extending and eventually settling. If the vehicle is traveling fast enough, the tail will hit the same bump before the front has settled. The objective in Frequency Tuning is to get the rear spring mass to equalize with the front as rapidly as possible after the rear has been disrupted. When this is done correctly the vehicle remains manageable and it exhibits none of the tail bouncing and fishtailing many drivers have experienced with other suspensions. To make this happen in AEVs DualSport Suspension Systems, AEV began at the front of the JK where we conducted bounce testing. In this test, coils of various spring rates were installed on a shock-less JK and bounced under the load of the nose of the vehicle. Following OE formulas, the goal was to find the spring rate that delivered the known ideal number of oscillations (bounces) per minute. With this complete, attention was turned toward the rear of the JK. To find the spring rate that delivered the ideal number of oscillations there, OE formulas were again followed. But rather than also utilizing bounce testing, the rear spring rate was achieved strictly through mathematics. This formula took into consideration the front spring oscillation rate, the JKs wheelbase, weight and speed of travel. With harmonious oscillation rates fore and aft, AEV is able to get the tail of DualSport-equipped JKs to settle within approximately 1.5 oscillations of the front.

Yes, AEVs 2.5 DualSport System is compatible with either the 16, 17 or 18 factory JK wheels.

Because the 2.5 DualSport Suspension System offers milder lift, this means the chassis remains closer to the axles. Consequently, the space required to add in a High-Steering Kit is greatly diminished. However, AEVs engineers discovered that a High-Steering Kit was not necessary on the 2.5 system because the geometry of the front drag-link and track-bar remain more neutral and closer to stock than with our taller systems. The center of gravity also remains lower on the 2.5 system so it was not necessary to reposition the front roll-center via a raised track-bar.

AEV chose not to let traditional suspension norms drive the content of its JK DualSport kits. A good example of this would be control-arms. On the older Jeep TJ the arms were weak and short. So it was desirable to replace them with something stronger and often longer. But with the JK, the factory control arms are plenty strong right out of the box. They are also substantially longer, which improves geometry. And finally, they come with very high-quality rubber bushings which outperform the typical aftermarket urethane or even rubber bushings in just about every meaningful way. So you wont see custom control arms in AEVs DualSport Suspension Systems.