Our readers keep the lights on and my morning glass full of iced black tea. As an Amazon Associate, I earn from qualifying purchases.7 Best Aftermarket Vehicle Parts | Ditch the Junk Support Rod

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The Banks Torque Tube header is the gold standard for the Jeep 4.0L inline-six platform. Fabricated from 409 stainless steel with a durable powder-coated finish, it weighs just over a pound and replaces the restrictive cast-iron log manifold that leaves a huge amount of low-end torque on the table. Owners report an immediate change in the engine’s voice—a deeper, more distinct idle tone that doesn’t drone at cruising RPM—along with a measurable reduction in underhood temperature.

Installation is a direct bolt-on affair for the XJ Cherokee and WJ Grand Cherokee, provided you already have an intake like the Dorman setup. The ports align cleanly with the cylinder head, and the supplied gaskets are high-quality enough that you won’t need to run to the parts store mid-project. The collector outlet matches the factory downpipe flange perfectly, which removes the alignment headaches that plague lesser header kits. Expect a roughly 30-minute install if the old manifold bolts cooperate, longer if you’re fighting rust.

The trade-off is that a few owners have reported cracking after several years of daily driving and rough roads, and the warranty system via Amazon has frustrated some buyers. For best results, use the supplied hardware with the correct torque sequence and replace the donut gasket annually if you live in a salt-belt state. For anyone looking to wake up a 4.0L without going to a full multi-port intake and cam swap, this header is the single best upgrade you can make.

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The Mastercool 72485-PRC is the tool you buy when you are sick of crooked flares and split tubing from cheap screw-type kits. Its hydraulic ram system applies consistent pressure to form 45-degree double and single flares, ISO bubble flares, push-connect fittings, and GM-specific transmission cooling line flares with dies that go up to 1/2-inch tubing. The steel body and precision-ground dies hold alignment so well that even a first-time user can produce a perfect double-flare on 3/16-inch stainless brake line after a couple of practice pieces.

What sets this kit apart from lower-cost competitors is the inclusion of the GM transmission cooling line dies and adapters, making it the go-to choice for anyone working on modern GM trucks and SUVs. The magnetic adapter holder keeps the components organized, and the supplied mini tube cutter delivers clean, square cuts that prevent flare failure. The kit is heavy at 12 pounds and comes in a custom-molded storage case that keeps every die and adapter safely in place. Professional mechanics and serious DIYers will appreciate the repeatable, leak-free results on the very first flare.

The biggest drawback is the price—this is a premium investment that qualifies as overkill if you only need to flare a single line for one project. The included instructions are sparse; you will likely need to watch a YouTube video to learn the specific sequence. Also, 37-degree AN flares require a separate die set, which is not included. If you plan on doing multiple brake and fuel line jobs across different vehicles, the hydraulic system saves hours of frustration and eliminates wasted tubing.

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If you own a 2013–2019 GM truck or SUV with the Z95 suspension package—like a Suburban, Tahoe, Yukon, or Cadillac Escalade—and your factory MagneRide shocks are leaking or failing, you face a tough choice: spend thousands on OEM replacements or convert to conventional shocks. The M&P USA bypass kit provides the electronic bridge that makes the conversion possible. It includes two electronic shock simulators and two ride height simulators that plug directly into the factory harness, telling the ECU that the MagneRide and air ride systems are still functioning.

Installation takes about 30 minutes, and you do not need to remove the tires or lift the vehicle. The connectors are OEM-style weatherproof units, not cheap crimp splices, which means the simulators will survive wet and salty undercarriage conditions. After installation, the “Service Suspension System” warning light goes away permanently, and the truck rides on passive shocks without any dash errors or CEL codes. One important note: you need to buy two kits—one for the front axle and one for the rear if you are replacing all four shocks.

Some owners on earlier Escalades and Suburbans found they did not need the ride height sensor adapters, but your mileage may vary depending on your specific submodel. The lifetime warranty is a strong peace-of-mind guarantee, and the USA-based support team is responsive. If you are handy with a socket set and looking to avoid a dealer shock replacement bill, this bypass kit makes the switch to aftermarket passive struts a completely doable weekend project.

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The Redline Tuning Hood Quicklift Plus system for the 2023+ Chevy Colorado and GMC Canyon is the kind of upgrade that makes you wonder why the factory even bothered with a prop rod. The kit includes two nitrogen gas springs with black e-coated steel bodies, black-annealed extending rods, and all the bolt-in mounting hardware you need. No drilling, no cutting: you use a 10mm and 13mm wrench, and the whole job wraps up in 15 to 30 minutes.

The gas springs use progressive-rate valving with end-of-stroke dampening, meaning the hood lifts quickly at first but slows down over the final inches to prevent slamming into the latch. This also reduces stress on the hood hinge and the mounting brackets, extending the life of the assembly. The springs are strong enough to lift a heavy steel hood approximately 4 to 7 inches higher than the factory prop rod, giving you unimpeded access to the engine bay. Owners of 2023 Colorado ZR2 and Trail Boss trims confirm the fit is perfect across all configurations.

Every metal component is zinc-plated and then black powder-coated for corrosion resistance, which is crucial for any part living under the hood in wet climates. The 4-year manufacturer warranty covers the struts and hardware. The only minor downside is that some owners wish the hood required slightly less force to close, though the dampened action is smooth. For the price, this kit transforms a basic maintenance task into a one-handed operation and is a highly recommended first mod for any new Colorado or Canyon owner.

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The S550 and S650 Mustang deserved gas struts from day one. The Redline Tuning Quicklift Plus system solves the embarrassment of fumbling with a prop rod at every cars and coffee meet. The bolt-in kit fits every 2015–2023 Mustang trim level, including EcoBoost, GT, Mach 1, and Shelby GT350 (excluding the GT350R and GT500 with different hood structure). Installation is a 15-minute affair with common hand tools: a 10mm wrench, a 13mm wrench, and a drill for the battery cover notch on some models.

The gas springs are rated at 342mm extended length and use progressive-rate valving that provides smooth, controlled lift. The hood rises gently at first and then the struts take over cleanly, holding the hood open without any wobble. Even owners who have swapped to lightweight carbon-fiber hoods report that the struts work perfectly, with just enough force to lift without making closing difficult. The included stepper bit for the battery cover modification is a thoughtful touch that shows Redline has dialed in the install experience over many generations.

The kit’s all-black components blend into the engine bay seamlessly, and the zinc-plated steel hardware with powder coating provides protection against moisture and engine heat. The 4-year warranty is solid. The only potential hiccup involves older pre-2018 cars where the windshield washer hose routing may interfere with the driver-side strut; a quick ziptie reroute solves it. This is the single most satisfying convenience mod you can make to a Mustang, and owner reviews consistently rank it as one of their favorite purchases.

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ACDelco’s Gold line is the original equipment manufacturer’s own aftermarket packaging, which means these ceramic pads are the same formulation GM designed for your truck or SUV. The 17D1411CH set covers the front axle for a massive range of Chevy Silverado HD, GMC Sierra, Suburban, and Tahoe models from the early 2000s through the late 2010s. Each pad is molded from a ceramic compound that produces dramatically less dust than semi-metallic alternatives and runs quieter in normal stop-and-go traffic.

Swapping these in is a straightforward job if you have a caliper compression tool and a socket set. Multiple owners report an immediate improvement in stopping feel, with one Silverado 2500HD Duramax owner noting the pads eliminated a front-end shimmy when paired with new rotors. The pads come in a genuine ACDelco box with the OEM part number 19286421 molded into the backing plate, giving you confidence that the friction material matches the factory engineering.

The biggest caveat is that a small number of buyers received parts that appeared to be counterfeit or non-ACDelco pads that caused squeaking. To avoid this, ensure the seller is Amazon.com or a verified ACDelco distributor. Also, ceramic pads require a bit more pedal pressure than semi-metallics when cold, and they are not the best choice for extreme track or towing duty where sustained high heat overwhelms the ceramic formulation. For a daily-driven half-ton or HD truck that sees highway miles and occasional towing, these deliver the best blend of low dust, long wear, and quiet operation.

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General Motors introduced Active Fuel Management (AFM) and Dynamic Fuel Management (DFM) to eke out a mile or two more per gallon by shutting down half the cylinders under light load. The problem is that the system often causes a shudder, vibration, and an annoying drone, especially on trucks like the Silverado 1500 and SUVs like the Tahoe. The OBDDFM disabler is the simplest solution you will find: you plug it into the OBD-II port, the module sends a signal that keeps all cylinders firing, and the drivability complaints disappear instantly.

Installation is genuinely tool-free, takes about 10 seconds, and requires no modification to your vehicle’s ECU or wiring. Owners of 2014–2023 GM trucks and SUVs with the 5.3L V8, 6.2L V8, or the 3.0L Duramax diesel confirm that it works as advertised: the V4 mode never activates, the transmission shifts more smoothly without hunting for gears, and throttle response feels more linear. Many users also report a slight improvement in fuel economy because the engine runs more efficiently without the constant mode switching, despite the loss of the theoretical cylinder-deactivation benefit.

The catch is that the device draws a small amount of power from the OBD-II port even when the vehicle is off. If you only drive your truck a couple of times a week or park it for several days, you should unplug the module to prevent a dead battery. A few owners have reported that the module can interfere with other OBD-II scan tools if left plugged in simultaneously, but for the vast majority of daily drivers, this is a non-issue. At a modest price point, this is the most cost-effective way to reclaim the smooth driving experience that GM’s fuel-saving software steals.