CST - 9-Inch Lift Kit - 2008 GMC Sierra HD

This '08 GMC Sierra HD is a perfect example of transforming a used truck into a clean, simple, and fully functional daily driver. Picking up the well-maintained 2500HD for under $30K, the owner wanted all of the glitz and glamour of the new 2012 Denali HD, but without the $65K price tag. Mixing in some of the Denali's dressed-up items added a fresh look, but as always, we wanted more. A 9-inch CST suspension, installed by Industrial Motoring, in Anaheim, California, got the big Heavy Duty up in the air with a commanding presence, and also gave the Sierra a superb ride. Once the 20-inch Stealth finished BMF Novakane wheels and 37-inch Nitto Trail Grappler M/T tires were rolled underneath it, the vision was complete. The end result isn't too flashy, just the right combination for driving every day, towing, and now proudly showing the beast within.

1. Industrial Motoring installed the 9-inch CST suspension kit (PN: CSS-C3-9, $2,599.95) in record time, including our chosen kit upgrades.
1. Industrial Motoring installed the 9-inch CST suspension kit (PN: CSS-C3-9, $2,599.95) i
2. The lines on the current GMC HD pickups are very eye catching without any modifications, but if you missed it, compare this image with the lead image. The addition of a 2012 GMC Denali HD grille, side trim, door emblems, and painted bumpers combined to really bring this truck's looks to the next level.
2. The lines on the current GMC HD pickups are very eye catching without any modifications
3. Safely on the hoist at Industrial Motoring in Anaheim, California, the big GMC's suspension was broken down beginning with the sway bar endlinks and outer tie rods.
3. Safely on the hoist at Industrial Motoring in Anaheim, California, the big GMC's suspen

4. To get the torsion bars out, the adjusters had to first be loosened completely.
5. A large socket and 1/2-inch air gun were necessary to break the CV axle nuts free.
6. After pulling the front shocks from the truck, they were banished to the spare parts bin, as their useful life was long past.
6. After pulling the front shocks from the truck, they were banished to the spare parts bi

7. Rotating the front CV axles allowed the inner bolts to be busted loose, and the axle shafts pulled from the GMC.
7. Rotating the front CV axles allowed the inner bolts to be busted loose, and the axle sh
8. Both the upper and lower ball joint nuts were spun off, and the steering knuckles yanked out.
8. Both the upper and lower ball joint nuts were spun off, and the steering knuckles yanke
9. With the bolts slipped out of the mounts, the upper and lower control arms were removed with only the lowers being required for later use.
9. With the bolts slipped out of the mounts, the upper and lower control arms were removed

10. To accommodate the planned suspension lift, it was necessary to unscrew the tie rods from the steering centerlink.
10. To accommodate the planned suspension lift, it was necessary to unscrew the tie rods f
11. With all the stock suspension cleared out, the retaining bolts for the front driveshaft were removed and the shaft itself was hung up out of the way.
11. With all the stock suspension cleared out, the retaining bolts for the front driveshaf
12. A factory frame brace was occupying the space where the front axle was going to be moved to. With a 2-inch section marked off…
12. A factory frame brace was occupying the space where the front axle was going to be mov

14. Using a foot-operated hydraulic jack, the front axle got dropped from its home.
15. Finally on the reassembly trail, the new CST steering drop was mounted up to the pitman and idler arms.
15. Finally on the reassembly trail, the new CST steering drop was mounted up to the pitma
16. A pair of custom mounts was bolted to the frame before the front axle was reunited with the truck and the hardware cinched down.
16. A pair of custom mounts was bolted to the frame before the front axle was reunited wit

17. As is customary with IFS lifts, a dropped cradle was mounted to the frame. In the case of the CST subframe, you can see plenty of protection is afforded to the inner components.
17. As is customary with IFS lifts, a dropped cradle was mounted to the frame. In the case
18. A pair of adjustable pivot rods mounted between the steering drop and the subframe to stabilize the steering's action.
18. A pair of adjustable pivot rods mounted between the steering drop and the subframe to
19. This large bracket serves double duty as the rearmost upper control arm mount and bumpstop mount, controlling both upward and downward suspension strokes.
19. This large bracket serves double duty as the rearmost upper control arm mount and bump

20. For added performance and good looks, the optional CST dual-shock hoops (PN: CSS-C5-5, $549.95) were ordered and installed.
20. For added performance and good looks, the optional CST dual-shock hoops (PN: CSS-C5-5,
21. The optional Uniball upper control arms (PN: CSS-C4-4, $499.95) had corresponding tabs to accommodate the dual shocks we had already planned for.
21. The optional Uniball upper control arms (PN: CSS-C4-4, $499.95) had corresponding tabs
22. With the lower control arms loosely mounted, the steering knuckles were slipped over the ball joints, and the CV axles squeezed in place.
22. With the lower control arms loosely mounted, the steering knuckles were slipped over t

23. You get a better look at how the system and dual shocks (PN: CSR-2300, $105.95 each x4) all tied together in this image.
23. You get a better look at how the system and dual shocks (PN: CSR-2300, $105.95 each x4
24. As you can see, the tierod ends were screwed onto the new CST steering rack and the sway bar found its way back under the front end.
24. As you can see, the tierod ends were screwed onto the new CST steering rack and the sw
25. After marking and drilling the necessary holes in the frame, the CST torsion bar crossmember drop was put in place and tightened.
25. After marking and drilling the necessary holes in the frame, the CST torsion bar cross

26. It was easier to slip the adjuster keys and torsion keys together before cranking on the bolts holding the factory crossmember to the new brackets.
26. It was easier to slip the adjuster keys and torsion keys together before cranking on t
27. CST touts this front suspension as being adjustable between 9 and 11 inches of lift. The torsion adjusters were set to factory specs, setting this truck at the 9-inch position.
27. CST touts this front suspension as being adjustable between 9 and 11 inches of lift. T
28. To equal out the rear, 5-inch fabricated lift blocks (PN: CSB-C14-5, $134.95) were placed over the axle and combined with an add-a-leaf set (PN: CSl-C19-3, $99.95) and longer U-bolts (CSU-C15-15.5, $64.95). A pair of performance rear CST shocks was stretched between the stock shock mounts (PN: CSR-2655, $105.95, each x2).
28. To equal out the rear, 5-inch fabricated lift blocks (PN: CSB-C14-5, $134.95) were pla

29. There's almost no comparison between the puny OE rolling stock versus the mightier 20x10-inch BMF Novakane wheels (Stealth Finish $410.00 each) and 37x12.50R20 Nitto Trail Grappler MT tires (PN: 205-800, $506.00 each). Now the Sierra had the tires to conquer terrain without being too loud on the freeway, while the wheels give the tough look we were going for.

SOURCE
Nitto Tire 6021 Katella Avenue Suite 250 Cypress CA 90630 877-565-8448 www.nittotire.com	714 Motorsports 7100 Hazard Ave Westminster CA 92683 714-901-0714 www.714motorsports.net
Industrial Motoring 2380 E. Orangethorpe Avenue Anaheim CA 92806 714-871-2905 www.industrialmotoring.com	CST Suspension 14385 Veterans Way Moreno Valley CA 92553 951-571-0215 www.cstsuspension.com