Best Lift Kit for Suzuki Sidekick

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“Lift kit” on this platform is not one product — it’s three, and the box rarely says which you’re getting. A spacer kit drops a plastic or Delrin block between the stock coil and its perch: cheapest option, bolts to what’s already on the truck, and changes nothing about spring rate. A spring kit replaces the coil outright with a taller unit, often at a different rate, and doesn’t carry the same failure mode. A body lift never touches the suspension at all — it just raises the body off the frame on urethane spacers, which helps tire-to-fender clearance and does nothing for ground clearance under the axle. Sellers use the same “2-inch lift” language for all three, and the only way to know which you bought is to read the actual parts list.

The spacer version has a real ceiling most buyers never hear about. Stack a coil spacer on top of a stock spring and, at full droop, you can walk the suspension into coil bind — the coils pressed flat against each other before the bump stop ever engages — and that’s a spring or control-arm failure waiting to happen, not a theoretical one; it shows up in the same installation notes that sell the spacer kits.

The truck underneath all of this makes under 100 lb-ft of torque: the 1.6-liter four that came in most 1989-1998 Sidekicks and Trackers (some earlier ones ran a smaller 1.3), and no lift kit changes that number. Owners running up to about 235/75R15 report little difference in daily driving. Go bigger — 31-inch tires and up — and hill climbs and fifth-gear highway cruising start to suffer, to the point that even a transfer case with reduction gearing isn’t enough on its own and the ring-and-pinion needs to come down too. Size the tire around what the drivetrain can actually turn, not around what will physically clear the fender.

Lifting the front end and going up in tire size also steepens the working angle of the front CV shafts, which is exactly why the Sidekick/Tracker community sells longer, purpose-built replacement shafts rather than running the stock ones at an angle they were never designed for.

One more fitment trap: 2-door short-wheelbase and 4-door long-wheelbase Sidekicks use different rear spring rates, and at least one kit below is sold for one specific wheelbase only. Check that before ordering, not after. The ten parts below span all three categories — budget spacer kits for people who just want tire clearance, spring kits and matched coils for people who want real added travel, and a body lift for anyone who’d rather leave the suspension geometry alone entirely.

Pick 01 of 10

Trail-Gear Basic 2″ Spacer Budget Lift Kit

The entry point into lifting a 1989-1998 Sidekick or Tracker: 1.5-inch front coil and strut spacers plus 2-inch rear coil spacers, all bolting to the factory springs and struts. It’s the cheapest way to clear a 2-inch-taller tire, and it’s the kit most of the budget builds in the Sidekick community start from before anything else gets added.

• 1.5″ front coil spacers + 1.5″ front strut spacers (2″ front lift)
• 2″ rear coil spacers
• Fits 1989-1998 Sidekick, Geo/Chevy Tracker, and X-90
• No shocks included

Pros

• Lowest-cost route to 2″ of lift on this chassis
• Bolts directly to stock springs and struts
• Widely stocked (Trail-Gear, JEGS, Low Range, All Pro)

Cons

• Stock spring rate is unchanged, so travel is shorter and coil bind is a real ceiling at full droop
• No shocks means the factory units now work outside their designed length
• No drop brackets for the sway bar or track bar included

Price: $170–$180

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Pick 02 of 10

Trail-Gear Complete 2″ Spacer Budget Lift Kit with DT3000 Shocks

The same spacer kit as the Basic version with DT3000 shocks sized for the new ride height added in. Where the Basic kit leaves the stock shocks stretched beyond their intended length, this one matches shock travel to the 2-inch lift for about $70 more — the difference most people should actually be paying for.

• Same coil and strut spacers as the Basic kit
• DT3000-series shocks sized for 2″ of lift
• Fits 1989-1998 Sidekick/Tracker/X-90
• Bolt-on installation, no cutting or welding

Pros

• Shock length actually matches the new ride height
• Same easy bolt-on install as the Basic kit
• Noticeably better ride than running stock shocks lifted

Cons

• Still a spacer kit at its core — spring rate is unchanged and coil bind remains the travel ceiling
• DT3000 is a value-tier shock, not an adjustable or premium unit
• No alignment or drop-bracket hardware included

Price: $240–$250

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Pick 03 of 10

Low Range Off-Road 2″ Body Lift Kit (KSP-BL2)

A pure body lift: UHMW polymer blocks raise the cab and bed 2 inches off the frame without touching a single suspension component. It’s the right call when the only problem is a tire rubbing the fender or frame at full lock — and the wrong call for anyone expecting more ground clearance under the axle, because it gives none.

• 2″ UHMW polymer body-to-frame spacer blocks
• Retains the factory body-mounting surface area
• Fits 1989-1998 Sidekick, X-90, Vitara, Grand Vitara, and Tracker
• Includes longer mounting bolts and hardware

Pros

• Cheapest inch-for-inch tire clearance available for this platform
• Doesn’t change suspension geometry, ride, or alignment at all
• Straightforward DIY install with basic tools

Cons

• Zero added ground clearance under the differential or frame rails
• Does nothing for approach angle, departure angle, or articulation
• Some years need the fuel filler neck and other body-mounted lines extended separately

Price: $105–$165

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Pick 04 of 10

BDS Suspension 702H 2″ Lift Kit

An actual spring-rate lift rather than a spacer: new front and rear BDS Pro-Ride coil springs, CNC strut extensions to recenter wheel travel, and offset cam bolts to help bring the alignment back into spec. It sidesteps the coil-bind ceiling that spacer kits run into, at roughly three times the price.

• 2″ front and rear BDS Pro-Ride coil springs
• CNC-machined front strut extensions
• Offset strut cam bolts for alignment adjustment
• Sold specifically for 2-door 1988-1998 Sidekick/Geo Tracker

Pros

• Real spring lift, so no coil-bind ceiling the way spacer kits have
• Strut extensions recenter the strut in its travel instead of just spacing it
• Offset cam bolts help restore alignment range that a lift eats into

Cons

• 2-door (short-wheelbase) fitment only — won’t fit the 4-door
• No shocks included
• Roughly triple the price of a basic spacer kit for the extra travel

Price: $535–$720

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Pick 05 of 10

Low Range Off-Road Extended Front Brake Line Kit

Purpose-built replacement front brake lines about 4 inches longer than stock, in braided stainless with a PTFE core. Anything past roughly 2 inches of lift stretches the stock rubber lines closer to their limit at full droop, and this is the specific fix rather than a generic aftermarket hose.

• PTFE (Teflon) core with stainless-steel braided cover
• DOT-certified, clear PVC outer jacket
• ~4″ longer than factory front lines
• Fits 1989-1998 Sidekick, Geo Tracker, and 1996-98 X-90

Pros

• Sized specifically for lifted trucks rather than a generic length
• Braided line resists abrasion and swelling better than aging stock rubber
• Direct bolt-in with factory-style fittings

Cons

• Front axle only — the rear line is a separate item on some setups
• Doesn’t address any proportioning-valve work a rear lift may also need
• An extra line item on top of whichever lift kit you buy

Price: $85–$95

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Pick 06 of 10

Supreme Suspensions 2″ Full Suspension Lift Kit (spacers, no shocks)

A no-frills 2-inch spacer kit — front and rear lift spacers, front strut spacers, and bumpstop spacers — for 2WD and 4WD 1989-1998 Sidekicks. It undercuts the shock-equipped versions of the same kit on price, which makes sense only if you’re already planning to source shocks separately.

• 2″ front and rear lift spacers
• Front strut spacers and bumpstop spacers
• Fits 1989-1998 Suzuki Sidekick, 2WD and 4WD
• No shocks included in this version

Pros

• Cheaper than the Bilstein- or Pro Comp-shock versions of the same kit
• Straightforward spacer-only install
• Widely available with fast shipping

Cons

• No shocks in the box, so stock units keep running outside their design length until replaced
• Same coil-bind exposure as any spacer-only kit
• Needs a separate shock purchase to be a complete, safe setup

Price: $185–$195

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Pick 07 of 10

Dobinsons Front Coil Springs, C57-012 (pair)

Direct-replacement front coils rather than a spacer — made in Australia, fully scragged and load-tested, heat-treated and shot-peened. Because it’s a real spring rather than a shim, it restores travel instead of shortening it, and its documented load rating lets you match spring rate to actual front-end weight (winch, bull bar) instead of guessing.

• Direct front coil spring replacement, sold as a pair
• Scragged and load-tested before shipping
• Heat-treated and shot-peened for fatigue life
• Fits Suzuki Sidekick and Tracker

Pros

• Real spring lift — extends travel rather than eating into it like a spacer
• Documented load rating makes it possible to match spring rate to actual front weight
• Respected brand in the Sidekick/Tracker aftermarket

Cons

• Front-only — a matching rear spring is a separate purchase
• No shocks included
• Needs pairing with a rear spring for an even stance front to rear

Price: $290–$300

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Pick 08 of 10

RisingTuning 2″ Leveling Lift Kit

A more complete spacer kit than the basic two-piece versions: 45mm front strut spacers, 30mm front spring spacers, 50mm polyurethane rear spring spacers, and an A-lever ball spacer that the cheaper kits skip. One listing covers Sidekick, Tracker, Vitara, Escudo, and X-90, which makes shopping easier if you’re not sure which name your specific truck goes by.

• 45mm front steel strut spacers
• 30mm front spring spacers
• 50mm polyurethane rear spring spacers
• A-lever ball spacer included

Pros

• Covers more of the front-end linkage (A-lever spacer) than a bare 2-piece spacer kit
• Polyurethane rear spacers resist compression set better than rubber over time
• One part number covers the whole Sidekick/Tracker/Vitara/Escudo family

Cons

• Still a spacer kit at the core — the same coil-bind ceiling applies
• No shocks included
• Mixed materials (poly rear, steel front) — confirm net lift before mixing with another brand’s parts

Price: $280–$300

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Pick 09 of 10

Supreme Suspensions Rear Extended-Length Pro Comp Shocks (pair)

A rear-specific shock sized for a 2-inch lift, meant to finish off a spacer-only kit rather than serve as a standalone product. Buying it separately from the lift kit lets you skip paying for a front shock you don’t need if the front is already sorted.

• Extended-length shock body sized for 2″ of rear lift
• Direct bolt-on, no modification
• Fits 1989-1998 Sidekick and Geo Tracker, 4WD/4×4
• Sold as a rear pair

Pros

• Matches shock travel to a 2″ lift instead of running an overstretched stock unit
• Affordable way to finish off a spacer-only rear end
• Rear-specific, so no paying for a front pair you don’t need

Cons

• Rear only — front shocks are a separate purchase
• Sold as a standalone add-on, not a complete kit
• Pro Comp is a value-tier shock rather than an adjustable or valved unit

Price: $135–$145

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Pick 10 of 10

Dobinsons Rear Coil Springs, C57-047, LWB Heavy Load (pair)

A 30mm (about 1.2-inch) rear lift spring rated for 110-220 lb of constant added rear load, built for the 4-door long-wheelbase Sidekick and Tracker specifically. It’s the right spring for someone actually carrying cargo — drawers, a winch bumper, camping gear — rather than someone chasing a lift number on an empty truck.

• 30mm (~1.2″) rear lift, long-wheelbase (4-door) specific
• Rated for 110-220 lb constant added rear load
• Scragged and load-tested in Australia
• Sold as a pair

Pros

• “Heavy load” rating is built for real cargo weight, not just lift height
• LWB-specific spring rate matches the 4-door’s perches correctly
• Pairs naturally with the C57-012 front spring for a full spring-based lift

Cons

• LWB only — the wrong part for a 2-door SWB Sidekick
• Modest lift on its own, about 1.2″
• Rear only — needs a front spring or spacer to match

Price: $175–$195

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Buying tips

• Read the actual parts list before you buy, not the “X-inch lift kit” name on the box — the same number describes a spacer kit, a spring kit, or a body lift, and only the parts list tells you which one you’re getting.
• Don’t run coil spacers past about 2 inches without checking full-droop travel — a spacer stacked on a stock spring can hit coil bind before the bump stop ever engages, and that’s hardware damage waiting to happen.
• If you’re planning tires past about 31 inches, price the gearing (ring-and-pinion, or a shorter transfer case) into the same budget as the lift — the 1.6-liter four won’t pull fifth gear on a highway grade with big rubber and stock gears.
• Confirm 2-door (SWB) versus 4-door (LWB) fitment before ordering — spring rates differ by wheelbase, and some kits, BDS’s 702H among them, are sold for one wheelbase only.
• Add extended front brake lines to the cart with anything over roughly 2 inches of lift; stock lines are only the right length at stock ride height.
• Buy a body lift only if the problem is tire-to-fender or tire-to-frame clearance — it raises the body off the frame and adds nothing to ground clearance under the axle.
• Re-torque strut-top nuts and recheck camber after the first highway trip on any kit using strut spacers — the spacer settles and can shift the strut slightly in its mount.
• If you’re lifting and going up in tire size at the same time, budget for longer or stronger front CV shafts rather than running the stock ones at a steeper angle than they were designed for.

As an Amazon Associate and eBay Partner, toptenpick.com earns from qualifying purchases. Prices and availability are subject to change.