The ULTIMATE guide to lifting your Ranger Raptor

[PCDan1]

Good article, but there is definitely a CON with a spacer. CV angles are increased (more angle) at full droop with spacers. Additionally changes the geometry angles of UCAs and ball/heim joints. Yes, it can be “within tolerance” , but it is still certainly not an ideal result in my opinion ( without a dif drop). None of these additional increased droop geometry changes occur with aftermarket springs or perch collars

I personally don’t agree with the “rake” being that big of a deal to be maintained. Look at a trophy truck.

There are pros and cons to all three methods depending on your objective results. The 4th option is new coil overs. I went with RPG adjustable perch collars in front set to level the truck , will re-cal the Fox live, and go with no bigger than a 295x75 tire.

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[nedmo]

Good article, but there is definitely a CON with a spacer. CV angles are increased (more angle) at full droop with spacers. Additionally changes the geometry angles of UCAs and ball/heim joints. Yes, it can be “within tolerance” , but it is still certainly not an ideal result in my opinion ( without a dif drop). None of these additional increased droop geometry changes occur with aftermarket springs or perch collars

I personally don’t agree with the “rake” being that big of a deal to be maintained. Look at a trophy truck.

There are pros and cons to all three methods depending on your objective results. The 4th option is new coil overs. I went with RPG adjustable perch collars in front set to level the truck , will re-cal the Fox live, and go with no bigger than a 295x75 tire.

Appreciate the response

Its pretty easy to broadly disparage "spacers" with hyperbolic statements like "CVs will wear quicker due to increased angle" but the devil's in the details. Will a 1" lift spacer wear less than a 5" lift spacer? Obviously, it will.

There's a reason we specifically don't make a larger than 2" lift spacer, as our testing determined that's the functional limit. Can the CV handle more, absolutely! We got to 3" lift when the CV started binding at full droop/full lock.

Also, at ride height, where the majority of vehicles spend the majority of their time, the CV angle from a 2" spacer lift is identical to a 2" perch or spring lift. The same goes for the UCA and tie rod ball joints. They only see increased angles when offroad, with wheels in the air, which is momentary at most.

Suspension is a game of compromise. So when you factor in the other benefits of the spacer, being the shock piston remains in the internal bypass zone and they are the only method that provides the required clearance at full compression for larger tyres, the trade off pays off.

As for rake, its not really apples to apple comparing modifying a Ranger Raptor to a purpose built race truck.

When a trophy truck is engineered, the tyre size, weight balance, ride height and brake package are specced and then designed to work together. They don't design around a 35" tyre then decide to run 40s once its built.

We are taking an engineered package from Ford, where the brakes are sized for the factory (tiny) BFG, with the factory ride height. Then you go slapping on some 35s, maybe adding weight and changing the ride height. This has direct effects on the braking performance.

We have tested 2" front only lifted raptors, on 35s and its downright scary how much this affects the braking distances.

But its just our recommendation. Its your right to ignore it.

 

[rocsteady]

If nothing else, it's refreshing to get an actual, experienced, knowledgeable answer to questions and concerns. Love this thread.

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