Seein' Sky

Steering limiting straps featuring Heim joints were also provided and must be installed at their proper length. In this case, it was 5-1/2 inches from centerline to centerline.

Now, the new CST subframe suspension cradle could be installed into place. It bolted directly to holes already drilled into the stock frame where the original stock suspension height was before being removed. ORU had everything complete and ready for the install. The cradle was quite heavy and required two people to install it.

With the new CST subframe cradle bolted into place at the proper torque sequence, the ORU-installed, CST-powdercoated upper control arm could be installed. The polyurethane bushings had been coated with the provided white lithium grease and needed to be worked into place.

As a result of this CST lift kit being only a 6-inch lift, the factory spindles were retained and reused. The upper spindle mount was attached to the new upper control arm ball joint, and the lower arm was fitted into the bottom of the spindle.

With the new cotter pin installed into the spindle nuts, the factory disc brake backing plate could be reinstalled and tightened into place as well as the wheel hub.

The steering link could now be attached to the factory spindle, held in place with a castle nut, properly tightened down, and kept from coming loose with a new cotter pin.

On all 2500-series Chevy trucks, whether it is two-wheel- or four-wheel-drive, CST uses the same suspension drop-down cradle. The only difference is that on four-wheel-drive vehicles, the front CV halfshafts need to be reinstalled into the front differential.

Since our vehicle was new, we elected to not change the brake pads or surface the rotor. However, if your truck is a few years old or in need of brake pads, now is the time for their replacement.

The drop-down bracket was marked and installed for the crossmember that holds the torsion keys.

Properly tightened into place, the torsion rods and keys can be fitted into the crossmember.

CST supplies a stiffening brace for its suspension drop-down subframe. While the subframe will not move or bend, CST goes the extra mile to ensure there is no possible way for this to happen. The stiffening brace was bolted into place on a fitting on the subframe and was secured to the rear on the torsion bar's crossmember.

ORU goes the extra mile when it comes to installing the provided braided stainless steel brake lines that must be installed as a result of the new lift kit. Most suspension shops will simply zip-tie the brake lines into place along the control arm. ORU uses rubber-supported Adel clamps with a series of smaller Adel clamps to completely support the new, longer brake lines and keep them from chafing against the suspension, wheels, and tires.

The suspension brackets were now complete. All that was left was to install the new 7100-Series Bilstein shock absorbers. Again, ORU does things a bit differently than other suspension shops, and this sets them apart from the others. They like to use shorter, braided stainless reservoir lines for the bypass portion of the shock absorber. This means draining the shock bypass, adding the new stainless steel line, refilling the shock bypass valve, and repressurizing the system.

In addition to the new braided stainless steel brake line, ORU supplied two pairs of its exclusive billet aluminum shock brackets. Those isolate the bypass valve from the actual shock body. This serves a two-fold purpose: The shock bypass valve was now securely mounted away from the suspension and held firmly in place, and the bypass valve doesn't have to be mounted to the shock hoop.

ORU installed the pair of Bilstein 7100-Series shock absorbers with their billet brackets and braided lines. Each shock was fitted into its respective bracket and bolted into place.