Long travel for the 1980-1996 F-150 and Bronco: Desolate Motorsports stock-width TTB kits give 17 inches with no fiberglass, extended width adds one inch and needs fiberglass, plus Solo and GIANT kits for TTB and twin I-beam trucks, rear kits and prices.
Factory alignment specs are the wrong target on a lifted 2024+ Tacoma. Dirt King publishes caster, camber and toe for its upper arms; ICON builds caster in; JBA says lifted trucks need 3-4 degrees. What to hand the shop, cam tabs and ADAS.
Which F-150 long travel kits actually exist for your year: Dirt King for 2004-2020 2WD and 4WD, Baja Kits 4WD-only including 2021+, and why Camburg has no non-Raptor kit. Specs and prices from the makers.
Tire hitting your upper control arm? It is usually the wheel, not the arm. Dirt King maximum backspacing for its UCAs on every truck it lists, plus the full-lock check and when to stop driving.
Your long-travel kit sets your wheel backspacing, not your truck. Every Dirt King kit's published maximum (4.5 to 5 inches on pre-2022 platforms), the offset-to-backspacing conversion, and why the 2024+ Tacoma is different.
Front fiberglass fenders mostly unbolt; bedsides mean drilling the factory bed skins off at the spot welds. The step-by-step install, bolt pattern, trimming, clearance, and why you paint last.
Bump stops control the end of compression, limit straps the end of extension. How to size and set up both - stroke and body selection, nitrogen pressure, CV bind, and strap stretch.
On a prerunner, exhaust is a packaging and survival problem before a power problem. Where to exit, where to put the muffler, and what tears off in the whoops.
A cab mount chop clears a bigger tire at full lock on a Tacoma, 4Runner, FJ or Lexus GX - but it only gets you to about 33s. Past that you need a relocation.
Ford Ranger long-travel kits fit 2WD 1998-2012 trucks only, and coil-sprung XLT versus torsion-bar Edge/Sport need different kits. Brands, fitment and prices.