Narwhal Truck Toppers
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We made a walk-around video of the truck to show the details of our build. Enjoy and feel free to reach out with any questions!
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Ranger Raptor Walk-around | Full Build Breakdown by Narwhal Truck Toppers
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Lion77
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Sorry couldnt resist. On a more serious note, love the truck, best looking cap ive seen.
BTW how are those RCI skid plates holding up, particularly the front?
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Narwhal Truck Toppers
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That is hilarious. Also, appreciate the comment about the topper/cap. We think so too.
Sorry couldnt resist. On a more serious note, love the truck, best looking cap ive seen.
BTW how are those RCI skid plates holding up, particularly the front?
Here is a quick synopsis of why Narwhals are bad ass:
Narwhals are apex survivors of the Arctic, capable of diving more than 5,000 feet beneath the surface into near-total darkness and crushing pressure to hunt and survive where few animals can operate. Combined with their iconic tusk—an advanced sensory organ—the narwhal represents raw strength, extreme endurance, and intelligent adaptation.
As far as the skid plates go. We have been very happy with them. They have taken a few hard hits and haven't deformed. The cross-member ones are a must-have in our opinion.
huskyfargo
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Did I miss the tire size?
Love your setup.
Love your setup.
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Narwhal Truck Toppers
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Thank you! Running the Stock KO3, which is a 285/70R17 32.8in tire.
We plan on running a 285/75R17 Falken Wildpeak AT4W when these wear out, which is a 34.1in tire.
Lion77
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I was considering the same thing as a better option to jumping up to 35's at some point. A true 34", there are a couple of reasons that might be a better option for the RR.
1. Most aftermarket wheel offsets in 17" that fit the RR's hub bore / bolt pattern are around +35 to +25mm offset, so that's about ~3/4 to ~1 3/16" wider offset per side (aka 1.6" to 2.4" total) increase in off set.
2. With a 1" larger diameter, you need 1/2" lift minimum to clear the wheel well at full compression, but most strut spacers are in whole inch increments, so 1", 2" etc.
3. So, with a 1" lift, your increase in track width is slightly bigger than the gain in ride height to accomodate the tires, so there's negligible negative effect on CG vs. a stock truck on stock tires / ride height. Note that ride height vs. CG is not linear, you need a disproportionately large increase in track width to off set the negative effects of CG from ride height, aka, it's not 1:1, more like 1:1.5.
4. The increase in tire weight from 285/70 to 285/75 can largely be offset by lightweight wheels (yes, the additional weight of the tire creates a larger effect being mostly form the tread than weight of the wheel, but it's very limited if your net weight is slightly lighter overall).
5. The change in revs can be updated via Pro cal or forscan and it's not big enough the system can't accomodate it for correct speedo / traction control.
6. The change in final drive ratio is still pretty small, so your not loosing a ton of acceleration from taller final drive and rotating mass.
6. While not huge, you do gain a true 1/2" in minimum running ground clearance, plus 1.5" on the chassis / skid plates to the ground. Throw on a set of angled rock sliders and it's a pretty good overall balance of power, handling, braking and increased clearance similar to RR Race truck setup (although they did run 315/70R17's, I think they did a lot of cutting on the fenders to clear those tires on stock shocks with just perch collar adjustment).
1. Most aftermarket wheel offsets in 17" that fit the RR's hub bore / bolt pattern are around +35 to +25mm offset, so that's about ~3/4 to ~1 3/16" wider offset per side (aka 1.6" to 2.4" total) increase in off set.
2. With a 1" larger diameter, you need 1/2" lift minimum to clear the wheel well at full compression, but most strut spacers are in whole inch increments, so 1", 2" etc.
3. So, with a 1" lift, your increase in track width is slightly bigger than the gain in ride height to accomodate the tires, so there's negligible negative effect on CG vs. a stock truck on stock tires / ride height. Note that ride height vs. CG is not linear, you need a disproportionately large increase in track width to off set the negative effects of CG from ride height, aka, it's not 1:1, more like 1:1.5.
4. The increase in tire weight from 285/70 to 285/75 can largely be offset by lightweight wheels (yes, the additional weight of the tire creates a larger effect being mostly form the tread than weight of the wheel, but it's very limited if your net weight is slightly lighter overall).
5. The change in revs can be updated via Pro cal or forscan and it's not big enough the system can't accomodate it for correct speedo / traction control.
6. The change in final drive ratio is still pretty small, so your not loosing a ton of acceleration from taller final drive and rotating mass.
6. While not huge, you do gain a true 1/2" in minimum running ground clearance, plus 1.5" on the chassis / skid plates to the ground. Throw on a set of angled rock sliders and it's a pretty good overall balance of power, handling, braking and increased clearance similar to RR Race truck setup (although they did run 315/70R17's, I think they did a lot of cutting on the fenders to clear those tires on stock shocks with just perch collar adjustment).
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