ford ranger raptor long travel kit

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Camburg Engineering

'17-20 Ford Raptor Camburg Performance Long Travel Kit

190 South McQueen Road Suite 109 Gilbert AZ 85233 United States

STATE OF CALIFORNIA CONSUMER WARNING

Camburg Engineering's Performance Long travel kit for the 2017-2020 (Gen2) Ford Raptor is designed to fit 37" tires, increase wheel travel by 15%, and increase overall track width by 3".

KEY FEATURES:

• Increased track-width 1.5″ per side (3″ wider total)
• Front wheel position is pushed forward 1″ for added tire clearance at firewall to eliminate/minimize rubbing/trimming.
• Designed for 37″ tires.
• 15% increased wheel travel
• Boxed lower arms with 1″ uniball pivots at the frame. Tabbed for secondary bypass shock.
• Bolt on aluminum skid plates for lower control arms.
• Billet upper arm with 7/8 heims at the frame and a large 1.50 uniball at the spindle/knuckle.
• 17-4 stainless heim steering conversion outer tie rod that corrects bumpsteer geometry utilizing the factory inner tie rod for rack longevity.
• Stronger AN aircraft bolts for steering, bypass shock and bump stop pivots.
• Designed to use the OEM coilovers or 3.0 aftermarket coilovers
• Designed to use a specific FOX 3.5 bypass shock for increased bottoming control and progression.
• Heat-treated 4340 extended length front axle shafts with new CV boot clamps.
• Optional weld-on bypass frame mount.
• Optional FOX 2.5 bump stop kit.
• Designed to use aftermarket fiberglass front fenders (2-2.5″ flare).

WHAT'S INCLUDED:

• Boxed lower arms w/ bolt-on aluminum skid plates
• Billet 1.50 uniball upper arms with heim pivots
• 4340 extended length axle shafts
• Heim outer tie rods

TECH NOTES:

• Must run fiberglass front fenders
• This will not work on a F-150 as a conversion
• 19-20 models with DSC coilovers (non Live Valve) require Damper Interface Module.

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Camburg Ford Raptor 17-20 Performance Long Travel Kit

• Boxed Lower Arms w/ Skid Plates
• Billet Upper Uniball Arms
• Increased Wheel Travel

$ 5,295.00 – $ 5,345.00

Description

• What's Included
• Vehicle Applications

New year, new colors! Now we offer our billet upper control arms anodized Camburg gray, Camburg red, gold or King blue.

Our long travel kit for the Gen2 Ford Raptors take the already capable suspension to the next level of performance and strength.

• Increased track-width 1.5″ per side (3″ wider total)
• Front wheel position is pushed forward 1″ for added tire clearance at firewall to eliminate/minimize rubbing/trimming.
• Designed for 37″ tires.
• 15% increased wheel travel
• Boxed lower control arms with 1″ uniball pivots at the frame.
• Lower control arms tabbed for secondary bypass shock and slapper bump stop system.
• Bolt on aluminum skid plates for lower control arms.
• Billet upper arm with 7/8 heims at the frame and a large 1.50 uniball at the spindle/knuckle.
• 17-4 stainless heim steering conversion outer tie rod that corrects bumpsteer geometry utilizing the factory inner tie rod for rack longevity.
• Stronger AN aircraft bolts for steering, bypass shock and bump stop pivots.
• Designed to use the OEM coilovers or 3.0 aftermarket coilovers (DID module may be required)
• Designed to use a specific FOX or King 3.5 bypass shock for increased bottoming control and progression.
• Heat-treated 4340 extended length front axle shafts with new CV boot clamps.
• Optional 3.5 bypass shock and weld-on bypass frame mount.
• Optional 2.5 slapper bump stop kit.
• Designed to use aftermarket fiberglass front fenders (2-2.5″ flare). We recommend Advanced Fiberglass Concepts, Fiberwerx or SDHQ.
• Factory wheels will not work with this kit, you need aftermarket wheels with 4.75-5.00″ of backspacing, We recommend wheels with 4.75″ backspacing for the most tire clearance.

Long Travel Kit:

• Boxed lower arms w/ bolt-on aluminum skid plates
• Billet 1.50 uniball upper arms with heim pivots
• 4340 extended length axle shafts
• Heim outer tie rods
• Camburg 2.5 slapper bump stop kit
• FOX or King 3.5 bypass shocks
• Camburg weld-on bypass mounts
• Must run fiberglass front fenders
• This will not work on a F-150 as a conversion
• Eliminates factory front sway-bar

You may also like…

Camburg Ford Raptor 17-23 L/T Bypass Mounts and Shocks

Camburg Ford Raptor 17-20 Long Travel Rear Bedcage and Shocks

• Bolt-on design
• Designed for 3.5-4.5 x 16″ bypass shocks
• Maximizes useable bed space

Camburg Ford Raptor 17-20 2.5 Front Slapper Bump Stop Kit

ORR Ford Raptor 19-20 Damper Interface Device

• Plug & Play technology
• Made in the USA

• 1999-2006 CHEVROLET/GMC 1500
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• COLORADO/CANYON ZR2
• TROPHY TRUCK
• BILLET UPPER ARMS
• LONG TRAVEL KITS
• ACCESSORIES
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FORD RAPTOR - GEN1/GEN2/F150 LONG TRAVEL KIT

Kibbetech gen1 / gen2 raptor / f150 long travel kit.

• Fits GEN1/GEN2 RAPTORS and F150's
• Retains 4WD
• +3'' per side 
• Includes RCV axles
• 4130 TIG welded trophy truck quality lower arms 
• 7075 CNC MACHINED BILLET trophy truck quality spindles 
• CNC machined billet upper arms 
• CNC Machined billet tie rods 
• CNC machined inner steering clevis 
• Includes all 12RPI perfect shank hardware 
• Includes 4130 TIG welded shock mount options for 8” stroke or 10” stroke shocks 
• Fits 3.0” coilover and 4.0” bypass 
• 2.5” bump stop hits off upper arm 
• Includes limit straps 
• Includes lower pivot doubler plates and front lower pivot trim caps 
• Includes frame plate kit 
• Up to 40'' tire with a lot of work 
• Clears 37'' tire  
• Requires fiberglass fenders
• Kit will pull 17” + travel 
• About 96'' wide which will fill out most aftermarket fenders 
• Does NOT include anything for the rear 
• Kit utilizes oem hubs and our big brake kit featuring Wilwood 14'' rotors and 6 piston calipers 
• Also available is splined sway bar upgrade
• Shocks are NOT included- Email us about shock size options tha t will best suit your needs 

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RPG Off-Road 2019+ Ranger +3″ Mid-Travel Kit

$ 4,074.00 – $ 6,798.95

2019+ Ranger +3″ Mid-Travel Kit

• Billet Aluminum Upper Control Arms
• Billet Aluminum Tie Rods
• Chromoly Steel Lower Control Arms
• Option of RCV Axles or Heat-Treated Axle Set
• Stainless Steel Brake Lines included

Description

Welcome to the RPG Off-Road 2019+ Ranger +3″ Mid-Travel Kit!

This kit is designed to be 3″ wider per side than the factory Ranger suspension and will pull 12.75″ of wheel travel using a 2.5 OEM Replacement coilover and optional 3.0 external bypass shock. Choice of Fox, King, or Icon.

• Heated-treated extended axle shafts
• Stainless steel brake lines

Additional Information

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• General Discussions

Ranger DBR Longtravel vs Raptor Discussion

• Thread starter TRanger03
• Start date Jan 6, 2012

Earlier today, my buddies and I were having an argument over whats better off road, a 98+ Ranger 4x4 with the DBR Longtravel kit, or a stock f150 raptor. I'm just interested in seeing everyones oppinion. I had to make the argument that you buy and build a brand new ranger to be more effectice off road, cheaper than buying a Raptor. Ohh yeah, we were talking about in the desert and open area wheeling, no rock or mud! Lemme hear what ya think!  

Well-Known Member

longtravel ranger.. the raptors really lack a good bit. but just putting a longtravel kit on a ranger won't make it the best either... b/c of the price i'd take the ranger. the raptor has the power, lockers, gears, tires. the ranger would have weightsavings..... both would have suspension for it... but the rangers would be better probably. so... i guess neither would be better except for price..  

I'll give you the tires of your choice with the ranger. if price wasnt a factor, what your choice be? Strictly off road use only!  

TRanger03 said: I'll give you the tires of your choice with the ranger. if price wasnt a factor, what your choice be? Strictly off road use only! Click to expand...

holy crap that suspension is EXPENSIVE!!!!!! http://www.dixonbrosracing.com/content/view/8/6/  

85_Ranger4x4

Forum staff member.

How is this even an argument? A Raptor isn't THAT special, and you can go crazy with dixon brothers stuff on a Ranger. I've said it many times before - the biggest advantage of a Raptor is it's factory with a warranty. A built truck, you're on your own. The custom truck is obviously going to rape the factory truck in the desert.  

Ranger hands down - way easier to fix when something breaks down.  

Ranger for sure.  

Bennybooster

raptors are not race trucks by any means  

Active Member

you realize this conversation ended months ago  

Yeah, and? Lol it came up in a search, so I posted. It's not a closed topic, so it's fair game for posting in. Unless you have a problem with that.  

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APG Ford Ranger ProRunner

The ultimate performance package for your 2019+ ford ranger, ford engineered the new ranger as a rugged, sturdy, reliable pickup for a multitude of uses, but left a lot of room for improvement in its aesthetics and off-road capability. this is where we stepped in, and sought to engineer a conversion package that brings real off-road performance and styling to the ford ranger with a combination of aesthetic and performance upgrades, all at an affordable price. a true carbon fiber wide body system made of 100% aerospace-grade carbon fiber adds 10-inches of width to the truck and allows for fitment of up to 35-inch tires and up to 12.75-inches of suspension travel. the prorunner series 1 package long-travel suspension system includes +3″ wider upper and lower control arms, billet extended tie rods with fk rod ends, extended cv axle shafts (4wd trucks only), front hub centric wheel rings and rear wheel adapters with black lug nuts, all designed and manufactured by apg. the prorunner series 1 package does not include wheels, tires or shocks, allowing owners to choose based on their personal preference. the series 1 package can be applied to 2wd or 4wd trucks. all prorunner body panels and components are designed, engineered, and manufactured in california. the apg prorunner conversion is engineered for maximum off-road performance, without sacrificing on-road drivability. most of our customers actually prefer to daily drive their prorunner rangers.

Included components

- Carbon Fiber Driver Side Front Fender (5” Flare & 1.5” Rise) - Carbon Fiber Passenger Side Front Fender (5” Flare & 1.5” Rise) - Carbon Fiber Driver Side Bedside (5” Flare & 1.5” Rise) - Carbon Fiber Passenger Side Bedside (5” Flare & 1.5” Rise) - Carbon Fiber Fuel Door Assembly - Fuel Neck Extension Kit - APG Long Travel +3” Upper Control Arms (Powder Coated) - APG Long Travel +3” Lower Control Arms (Powder Coated) - Heavy Duty +3” Tie Rods with FK Rod Ends (Heim steering) - +3” Front Axle Shafts (Heat Treated 4140 Chromoly) - Aluminum Front Winch Bumper (With Closeout Brackets) - LED Amber Side Markers - Bumper Powder Coat (Fine Textured Black) - Front Bumper Recovery Shackles (Removable) - Front Hub Centric Rings 106.2mm - 93.1mm - Rear Hub Centric +3” Wheel Spacer/Adapters 106.2mm - 93.1mm 6061 Aluminum - Gorilla Lug Hardware (All Black) QTY:36

Optional equipment

-Exposed Carbon Fiber Fender Flares -Extended 4130 Chromoly Front Axle Shafts (Required for 4WD) -King Extended Travel 2.5 Front Coilovers with Compression Adjusters -King OEM Series 2.5 Rear Shocks with Compression Adjusters -Falcon 2.25 Sport Leveling Shock Package -Adaptive Cruise Control Sensor Relocation Bracket -Baja Designs SAE Pocket Fog Lights (amber or white) -Baja Designs XL Pro LED Front Bumper Lighting Package -Mountune Heavy Duty Intercooler Upgrade -Warn Winch and Factor 55 Flatlink Package

Installation

APG offers a white-glove installation of our ProRunner conversion system. We handle the entire process of installing suspension, wheels, tires, paint, aftermarket accessories, and more at our world-class facility, APG HQ, in Garden Grove, CA. Typical build time for a Series 1 ProRunner conversion is two weeks. Any added accessories or parts such as rear bumper, roof rack, auxiliary lighting, winch, etc will add to the overall build time.

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Tested: The 2024 Ford Ranger Raptor Has Our Full Attention

Essentially as quick as the F-150 Raptor, the impressive Ranger version is better suited to tighter trails, garages, parking lots, and budgets.

As much as we love the Ford F-150 Raptor and its undeniable off-road prowess, we've always thought that it's too damn big and wide for such trails. It is legally required to have commercial truck clearance lights, for crying out loud. Most two-track trails, on the other hand, were blazed by narrower machines—like Jeep CJs. They're not wide, in other words, and the only pruning the vegetation gets comes from the occasional passage of more Jeeps, Toyota 4Runners and, increasingly, compact off-road pickups. "Trail striping" is a common F-150 Raptor hazard, but the Ranger Raptor is rightsized to combat this existential peril to resale value.

Don't get us wrong. The Ranger Raptor is still a wide-stance off-road pickup in the Raptor mold—0.1 inch narrower than a regular F-150, at least out at the fenders. But it's built up from the new 2024 Ford Ranger , a compact truck that's just 75.5 inches wide. Sure, the Ranger Raptor is 4.3 inches broader largely because its long-travel suspension sets its tires 3.5 inches farther apart, but the junior Raptor is still 6.8 inches narrower than its big brother. That buys you a lot of maneuvering space between woody shrubs and allows a driver more freedom to choose a line on tricky trails that lack vegetation. Even if you never go off-road, the above still pays dividends in parking lots and—at nearly two feet shorter and some four inches lower—in your garage.

The Ranger Raptor gets its motivation from the same twin-turbocharged 3.0-liter V-6 that powers the Bronco Raptor. Because of its longer exhaust piping, the Ranger Raptor makes 405 horsepower and 430 pound-feet instead of 418 horsepower and 440 pound-feet. That's nothing to fret over, because the Ranger Raptor's 5372-pound curb weight is 392 pounds lighter than a Bronco Raptor we tested . All of this shows up clearly at the track, where the Ranger Raptor gets to 60 mph in 5.3 seconds, finishes the quarter-mile in 14.1 seconds at 97 mph, and romps from 50 to 70 mph in 3.9 seconds. The Bronco lags in all three measures. The Ranger Raptor is only a tenth slower to 60 mph than the F-150 version , but it executes the 50-to-70-mph pass a tenth quicker. In the contest that really matters, the Ranger Raptor's 5.3-second romp to 60 mph destroys the Chevrolet Colorado ZR2's 6.8-second effort , which it rightly should with 95 extra ponies.

.css-1rvrtxn{font-family:Gliko,Gliko-fallback,Gliko-roboto,Gliko-local,Georgia,Times,Serif;font-size:1.625rem;line-height:1.2;margin:0rem;-webkit-text-decoration:underline;text-decoration:underline;text-decoration-color:#DBCA8B;text-decoration-thickness:0.25rem;}@media(max-width: 48rem){.css-1rvrtxn{font-size:2.25rem;line-height:1.1;}}@media(min-width: 48rem){.css-1rvrtxn{font-size:2.625rem;line-height:1.1;}}@media(min-width: 64rem){.css-1rvrtxn{font-size:3rem;line-height:1.1;}}.css-1rvrtxn b,.css-1rvrtxn strong{font-family:inherit;font-weight:bold;}.css-1rvrtxn em,.css-1rvrtxn i{font-style:italic;font-family:inherit;} HIGHS: Raptor quickness, well-sorted suspension, fits on tight trails.

Underneath, the Raptor's 3.5-inch front track increase comes primarily from longer forged aluminum upper and lower control arms. Its fortified steering rack is a bespoke piece instead of a carryover from the regular Ranger, with longer tie rods. Damping comes from 2.5-inch Fox Live-valve shocks with variable compression damping, and there's a front anti-roll bar. In back, the axle tube is 3.5 inches broader, fortified by trusswork, and located by four trailing links. Lateral control comes from a Watt's linkage instead of the usual Panhard rod, a more expensive approach that provides greater cornering stiffness and symmetrical roll behavior. The springs are coil-overs surrounding the Fox dampers, but there's no rear anti-roll bar.

On the road, the Raptor delivers a settled ride that sometimes borders on supple. Cracked surfaces can get the big 33-inch BFGoodrich KO3s a-thumpin', but it's never the dominant theme. The Ranger Raptor even steers more assuredly than the regular model, on account of a sportier effort tune. It bends nicely into turns, too, but only up to a point. If you push hard, the square-shouldered off-road tires will balk. They only manage 0.69 g on the skidpad, with abundant understeer at the limit. Same is true of the brakes, which feel capable in daily use but only manage 70-mph panic stops in a woeful 218 feet when passed through the KO3 filter. It's all typical Raptor stuff that's common to its Bronco and F-150 relations, though. Drive accordingly.

LOWS: Off-road tires limit grip, expect big markups.

The assembled parts work supremely well at speed in the desert. Once we got to the monument and paid our respects, our route back was the same way we came in. We knew what to expect and where to turn, so we hammered it. The Raptor's suspension and tires dug in, and its tidy dimensions allowed us to flick it between outstretched creosote limbs with nary a scratch. Dips, crests, and drainages we'd barely noticed on the tentative drive in felt like an off-road course at triple the speed, and the Raptor's 10 inches of front and rear suspension travel soaked it all up greedily. It's clear that the Ranger Raptor is most definitely a rightsized machine that's scaled perfectly for this environment, and it has the suspension to match.

Earlier, we'd driven it slowly on rockier trails that were more technical. This gave us a chance to sort through the various driving modes, which are accessed through a rotary knob shared with the regular Ranger, but with three extra modes: Off-Road, Baja, and Rock Crawl. Inside its perimeter there are five buttons instead of the Ranger's four. 2H, 4H, 4L (high and low range), and a central trailer tow button are here, but the Raptor alone has a 4A mode that automatically shifts into four-wheel drive in response to traction conditions.

Selecting Off-Road brings up 4H as the initial default, and Rock Crawl automatically goes for 4L. Baja starts in 4H (and switches off the stability and traction control), but you can run it in 2H or 4L. The electronically locking rear differential comes on automatically when you select Off-Road or Rock Crawl (unlocking it is a driver action), but you select it manually in Baja. Frankly, we think it should behave this way in all three modes, because locking any differential should be a conscious decision you make at need. Meanwhile, the front locker is only selectable in low range in Rock Crawl with the rear diff locked, which is fair enough.

All of these mode changes take little time, with the usual shift to neutral being the only delay going into and out of 4L. We're not crazy about the location of the diff-lock buttons, which only appear on the lower half of the touchscreen after you press the off-road status button next to the rotary knob. Between the virtual front and rear diff lock buttons you'll find the Trail Control button, which, when engaged, is an off-road cruise control that works uphill or down. You use the regular cruise control buttons to set and adjust speed in increments of 1 mph in 4H and 0.5 mph in 4L. It's not a bad system, but manual control is easy enough with the 10-speed automatic, which delivers a 61.59:1 crawl ratio in low range and first gear.

In normal truck terms, the Raptor is packed with all the interior design goodness of the new Ranger, including its dual gloveboxes, Bang & Olufsen sound system, and 12.4-inch vertical touchscreen. The Raptor seats are comfy and hold tight, and it's generally a pleasant place to while away the miles—if a bit monochromatic in the Raptor's all-black-with-red-accents theme. The five-foot bed behind the crew cab is similarly able to carry four-foot plywood and drywall panels flat on the deck, and the bed comes replete with 110- and 12-volt outlets, under-rail lighting, and numerous attachment points for various factory and aftermarket add-ons. The only thing missing is the optional bed step from the regular Ranger, which had to be omitted because the Raptor's dual exhausts run through the mounting space.

What does it cost for all of this? The starting price is $57,065. Yes, a ZR2 costs less to start, but there are several options you'd need to add to match equipment, and you'd never get as nice an interior or the extra 95 horsepower. Meanwhile, the essentially loaded Raptor offers few options. Beadlock-capable wheels ($1495) are one that our test truck didn't have, but ours did have the always dubious Raptor graphics ($750), a spray-in bedliner ($495), and the Securicode keyless entry keypad ($95) for a total of $58,405. Apart from a couple of extra-cost colors, which does not apply to our truck's Shelter Green Metallic hue, that's about it apart from the regionally appealing block heater and front license plate bracket.

VERDICT: Take my money.

In short, the Ranger Raptor is the most trail-worthy member of the Raptor family because of its rightsized dimensions. It's much more likely to be bought by off-road types who never gave the big Raptor a serious look. It's also the most affordable by a wide margin, so there's strong appeal on the budget front. And it's as quick as any other Raptor, except for the F-150's V-8-powered R model. Anyone want to buy a slightly used 4Runner?

Specifications

2024 Ford Ranger Raptor Vehicle Type: front-engine, rear/4-wheel-drive, 5-passenger, 4-door pickup

PRICE Base/As Tested: $57,065/$58,405 Options: Raptor graphics, $750; spray-in bedliner, $495; keyless keypad, $95

ENGINE twin-turbocharged and intercooled DOHC 24-valve V-6, iron-and-aluminum block and aluminum heads, port and direct fuel injection Displacement: 180 in 3 , 2956 cm 3 Power: 405 hp @ 5500 rpm Torque: 430 lb-ft @ 3500 rpm

TRANSMISSION 10-speed automatic

CHASSIS Suspension, F/R: control arms/live axle Brakes, F/R: 12.2-in vented disc/12.1-in vented disc Tires: BF Goodrich All-Terrain T/A KO3 LT285/70R-17 116/113S M+S 3PMS

DIMENSIONS Wheelbase: 128.7 in Length: 210.9 in Width: 79.8 in Height: 75.9 in Passenger Volume, F/R: 55/43 ft 3 Curb Weight: 5372 lb

C/D TEST RESULTS 60 mph: 5.3 sec 1/4-Mile: 14.1 sec @ 97 mph 100 mph: 15.0 sec Results above omit 1-ft rollout of 0.3 sec. Rolling Start, 5–60 mph: 6.1 sec Top Gear, 30–50 mph: 3.0 sec Top Gear, 50–70 mph: 3.9 sec Top Speed (gov ltd): 107 mph Braking, 70–0 mph: 218 ft Roadholding, 300-ft Skidpad: 0.69 g

C/D FUEL ECONOMY Observed: 18 mpg 75-mph Highway Driving: 18 mpg 75-mph Highway Range: 360 mi

EPA FUEL ECONOMY Combined/City/Highway: 17/16/18 mpg

C/D TESTING EXPLAINED

Dan Edmunds was born into the world of automobiles, but not how you might think. His father was a retired racing driver who opened Autoresearch, a race-car-building shop, where Dan cut his teeth as a metal fabricator. Engineering school followed, then SCCA Showroom Stock racing, and that combination landed him suspension development jobs at two different automakers. His writing career began when he was picked up by Edmunds.com (no relation) to build a testing department.

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01-06 Ranger Edge/Explorer Long Travel Kit

01-06 Ranger Edge/Explorer Long Travel Kit is backordered and will ship as soon as it is back in stock.

DESCRIPTION This kit bolts onto the stock upper and lower a-arm pivot locations. Fabrication is required to mount shock absorbers and limit straps. Fabrication and installation should be completed by a professional. Built to order, 4-6 week lead time.

• Tabbed and slotted boxed upper a-arms
• Tabbed and slotted boxed lower a-arms with 1” uniballs
• Machined brake caliper mounts
• Heim steering with 17-4 clevises
• Fabricated tie rod and heim steering with 17-4 clevises
• Mig welded components
• All necessary bolts included
• All heims, uniballs, bushings/sleeves included
• Utilizes Dana 35 hubs and factory brakes

SPECIFICATIONS

• 84” Overall width and 16” useable wheel travel
• Full Dana44 Kit (Wilwoods Not Compatible)
• BMS 2.5" Race Hub
• Wilwood Brake Kit (Must Run Race Hub)

*Kit price does not include the cost of shocks, brake lines or bump stops

*Lead time may very depending on current production 

• Shipping of large items/suspension kits is highly volatile. Shipping calculation at checkout is a base charge to complete order. Actual shipping will be calculated at the time of shipment. Additional charges are likely to be incurred

Blitzkrieg Offroad is your go-to source for high-quality off-road parts and accessories. We offer a wide selection of products from top manufacturers, competitive pricing, and exceptional customer service. Shop with us for all of your off-road needs and experience the Blitzkrieg difference.

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SVC Offroad Mid Travel Kit - Gen 1 Ford Raptor

• 16" of Wheel Travel
• Minimal Welding Required
• Retains Factory Coil-bucket

What you get

• SVC Upright
• SVC Tie Rods
• SVC Shockmount
• SVC Top-hat
• Stainless Steel Brake Lines
• Fox Or King Shocks 3.5" Bypass Shock
• Fox Or King Shocks 2.5" Coil-Over
• Custom Rate Springs
• RCV IWE Delete
• All Shanked Grade 8 Hardware
• Watch Video of it in action

OVERVIEW: SVC Offroad's new Mid Travel Kit offers you long travel performance without the headaches of going full long travel.  For the past 6 months, we've been testing and tweaking this kit to ensure there is no equal to it on the market.  We've taken what we liked about our dual shock LCA setup and upped the ante to provide 2010-14 Gen 1 Ford Raptor owners a bolt on kit that allows superior damping control, additional ride height and ground clearance without sacrificing one bit of daily driver duties.  

We've designed our Mid Travel Kit using the latest in C.A.D. technology to ensure the absolute best suspension geometry possible and coupled it with thousands of miles real-world testing to dial in shock valving and proper springs rates.  We're 100% confident we have developed a kit that is unparalleled in performance, at a price that is hundreds, if not thousands less than other kits on the market.  But don't take our word for it, check out the videos of SVC's new Mid Travel kit in action to get a true understanding of how fast and capable it really is. 

• 702-941-0660 | [email protected] | Long Travel Suspension Specialists

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98-11 Ford Ranger 4WD +4.5 Long Travel Kit

• 100% CAD Designed and Manufactured in the USA
• 16″ of travel with 4WD
• Utilizes a 2.5″x8″ coil-over shocks and 2.5″x8″ bypass shocks
• Boxed and internally braced lower control arms that replace the factory ball joints with 1″ uniballs for maximum wheel travel and strength
• Custom stainless steel tapered mis-alignment spacers used to attach lower arm to factory spindle
• Boxed upper control arms pivot on 1″ uniballs and 3/4″ heim joints
• Custom stainless steel pins allow the upper arm to attach to the factory spindle
• Kit eliminates factory torsion bars for a superior ride quality both on and off-road
• Fully fabricated upper shock mounts
• Aluminum tie rods with 7/8″ & 3/4″ heim pivots & clevis
• Complete front axles with custom length heat treated shafts and high angle 930 CVs
• Powder coated finish
• MSRP $4200.00

$ 4,450.00

Add Coil-over Shocks

FOA 2.5″ x 8″ remote-reservoir coil-over shocks with springs (per pair) 15% OFF ( $ 510.00 )

Add Bypass Shocks

FOA 2.5″ x 8″ remote-reservoir bypass shocks (per pair) 15% OFF ( $ 646.00 )

Additional Details

• Made in the USA
• Vehicle Fitment

The True Travel Dynamics long travel kit for 4WD Rangers, Explorers and Sport Tracs is built tough to handle all types of off-road terrain. Our kit eliminates the factory torsion bars and utilizes a 2.5″ x 8″ coil-over shock and 2.5″ x 8″ bypass shock (not included with the kit) giving you more control over dampening and a far better ride. Since our kit is wider than stock you’ll also need longer axles. Our axle set utilizes custom made CV adaptors to be able to use a 930 CV joint on the inner side to give you more articulation which translates into more wheel travel.

If you want 16″ of wheel travel with 4WD, more strength and a better ride then our Ranger 4.5+ 4WD kit is exactly what you need.

This 4WD long travel suspension kit fits all torsion bar versions of these trucks and SUVs:

• 1998-2011 Ford Ranger XLT & EDGE 4wd
• 1995-2001 Ford Explorer 4-door and 2-Door 4wd
• 2001-2003 Ford Explorer Sport 2-door 4wd
• 2001-2005 Ford Explorer Sport-Trac 4wd

Parts Included:

• Upper Control Arms
• Lower Control Arms
• 2 – Aluminum Tie-rods
• 2 – Steering Clevis
• 2 – Boxed Shock Mounts
• 2 – Complete Axle Sets
• Limit Straps

Parts Needed:

• 2.5″x 8″ Coil-over Shocks
• 2.5″x 8″ Bypass Shocks
• Wheels should not have more than 4.75″ of backspacing

True Travel Dynamics is dedicated to fabricating the highest quality suspension kits, made right here in the USA.

Related products

Ford Suspension Kits

98-11 Ford Ranger XLT 2WD +4.5 Long Travel Kit

10-14 Ford Raptor Uniball Upper Control Arms

04-20 Ford F150 Uniball Upper Control Arms

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Raptor Long Travel Front Suspension Kit - Gen 1

$ 12,999.99

Notify me when this product is available:

Collections: 2010 - 2014 Gen 1 Raptor Parts and Accessories , 2010-2014 Raptor Suspension , 2015-up F150 Upgrades and Raptor Conversion Parts , 2017- 2021 Raptor Suspension Upgrades , Gen 2 Ford Raptor Parts - 2017 to 2020 Ford Raptor

Category: 2010 Raptor , 2010-14 Raptor , 2011 Raptor , 2012 Raptor , 2013 Raptor , 2014 Raptor , f150 , ford truck , off-road , pre-runner , raptor

Type: Suspension Kits

You may also like

5 Ways The 2024 Ford Ranger Raptor Was Built Tough To Have Fun

Quick links, reinforced body-on-frame construction, on-road driving is a pleasure, multiple driving modes set up the truck perfectly, a fully loaded interior with many luxuries, fun truck, not a work truck.

Ford reinvented the Ranger Raptor for the second generation, giving the double-cab performance truck a level of power and performance that the first generation, which never made it stateside, simply lacked. Having spent a fun-filled day with the 2024 Ranger Raptor in Utah, which included rock climbing and a jump ramp , we got a taste of what the truck is like to live with for an extended period of time in the UK, where trucks are about as common as wagons are in the US.

2024 Ford Ranger Raptor

Model Ranger Raptor

Base MSRP $55,470

Engine 3.0L Twin-Turbo V6 Gas

Horsepower 405 hp

Torque 430 lb-ft

Transmission 10-Speed Automatic

Drivetrain Four-Wheel Drive

Towing Capacity 5,510 lbs

Curb Weight 5,325 lbs

Buyers across the pond can choose between a 2.0-liter EcoBlue turbocharged diesel engine (that never made it to the USA) and the same 3.0-liter EcoBoost V6 that’s offered in North America. However, while in most markets, like the US and Australia, it comes with 400 horsepower and 430 lb-ft of torque, in the UK it's been detuned to 288 hp and 361 lb-ft, thanks to those pesky European-market emissions regulations.

As a result, 0 to 62 mph takes 7.9 seconds, which is almost two seconds slower than its American counterpart. Top speed sits at 111 mph versus 114 mph in the US. This is a substantial drop and would be more strongly felt on US roads, but given its size (it’s 79 inches wide including the door mirrors) in relation to the average British road, it feels like a proper truck with consummate performance. The F-150 Raptor is on sale in the UK as a left-hand-drive model, and it looks like a monster truck on Britain’s narrow B-roads and dual-lane carriageways by comparison.

New Vs. Old: 2024 Twin-Turbo V6 Ford Ranger Raptor Vs. 2019 Turbocharged Diesel Ranger Raptor

You might assume that Europe doesn’t have much of an appetite for trucks, especially high-performance ones, but Ford of Europe sold over 8,000 first-generation Ranger Raptors, which is an impressive number for a niche product. While not the most practical work truck on the market, Ford has done a fantastic job of making the Ranger Raptor a truck you can live with on a daily basis and have fun in a range of driving environments.

The name Raptor was a placeholder used by the original engineers working on the F-150 Raptor in the early 2000s. Names like Terminator and Condor were considered when bringing the car to market, but Ford rightly decided that Raptor was the superior name. Thus proving that instead of spending millions on a marketing company to come up with a name, just ask your engineering team.

These are the same guys that decided to reinforce both the frame and the body of the Raptor to a very high level in order to stop the usual shuddering you'd get from this sort of setup.

The UK has plenty of green lanes and off-road places you can go and have some fun if that's what you're into. The Raptor is a great truck for that. But most of the time you will live with it on the road. So that's actually key to owning this car and Ford has done a spectacular job of making it a very, very compliant road car.

Dampers and Suspension

To ensure the new Ranger Raptor was off-road capable, while being accurate, engaging and a pleasure to drive on the road, Ford fitted long travel suspension and some amazingly clever dampers. These effectively monitor the road up to 500 times a second, and decide on the fly whether they should be softened or hardened. In extreme situations, for example, if you're flying over a jump, as we hope you all will, the dampers receive a signal that the wheels are airborne and prepare the truck for a smooth landing by instantly applying extra compression pressure to the end of their travel.

It has Fox 2.5-inch live valve internal bypass shock absorbers, adjustable for normal, sport, and off-road modes that, along with the long-travel springs, do a fantastic job of soaking up bumps whether going full throttle off-road, or keeping within London’s irritating 20-mph speed limit.

As both the Raptor’s body and frame have been reinforced, it’s stiffer and a lot more sorted than a Ranger. You'd be hard-pressed to find a better truck out there for driving on the road. It has SUV-like handling; the steering is well-weighted, very linear, and precise. Ride over a bump or pothole, and you just don't feel it that much at all, not like you would in a regular Ranger or standard truck.

The 33-inch all-terrain Goodrich tires, while producing loads of grip off-road, are not as grippy on the tarmac. So you can't really push it to the limit on fast and winding country roads. Instead, you've got to slow your way into a corner and then accelerate your way out. The sound through the dual exhausts is nicely judged too, getting louder and throatier as you chase the redline where 90% of power is still available.

The V6 comes mated to Ford’s ubiquitous ten-speed gearbox. In normal mode, it sometimes feels like there are too many gears, especially when it has to drop 5 gears to complete an overtake on the highway, which can take a little while. But in Sport Mode, it does a much better job of predicting what gear to be in.

Alternatively, click one of the paddles behind the wheel to shift from automatic to manual mode and take total control of what gear you're in. With that, you're then essentially driving 6-speed, with the higher gears utilized when cruising at high speed on the highway. It’s also a lot more fun to drive in manual, which this truck is all about.

At night, the Matrix LED headlamps with predictive curve light do an amazing job. Whenever there's an empty dark road, the high beam will kick in, shining a high beam down the road, and at road signs before you even see them. As soon as a car comes in the opposite direction, it almost ‘winks,’ closing some of the lights off so as not to blind the driver.

The Ranger Raptor comes with front and rear locking differentials and switchable 4-wheel drive systems. Getting the exact right setup for different driving situations manually would be tricky, which is why Ford has simplified it with a few easy-to-select drive modes.

There are seven drive modes to choose from, which you can select through the Rotary drive mode selector. You have Normal, Sport, Slippery, Rock Crawl, Mud/Ruts, Sand, and Baja. So if you happen to be going off-road and encounter mud, slippery surfaces, and sand, all in one day, you simply change the selector and the truck will instantly change its setup to best tackle the particular situation.

We recently drove the Defender 90 and while the Raptor is very capable off-road as we discovered in Utah, it can't quite match the British SUV on approach, break over, and departure angles. But not many vehicles can.

If you drive in Baja mode, the valves open up on the exhaust, it primes the suspension for some hard off-roading, and it sharpens up the gearbox for quicker shifts. To maximize your fun, put it in rear-wheel drive and enjoy getting the back end out. However, use four-wheel drive when launching from a standstill on a slippery surface, as you’ll struggle for traction. In fact, if you're worried about losing control of the Raptor, just keep it in four-wheel drive all the time.

With 10.7 inches of ground clearance, you have to take a big step up into the Ranger Raptor’s cabin, using the grab handle to swing into leather and Alcantara seats. You're sat higher than a normal Ranger, and you’re actually sat higher than even something like a Range Rover. The ten-way adjustable electric seats and an adjustable steering wheel ensure you get the perfect driving position.

Ford has maxed out the cabin, with no optional extras available. Colored inserts and contrasting stitching elevate the interior of the Raptor compared to the stock Ranger, which is quite similar otherwise. You wouldn’t call it luxurious, but it certainly feels like a premium product with soft-touch materials.

There's privacy glass in the back, a ten speaker, B&O sound system, a 12-inch dashboard touchscreen which is now becoming a bit more standard after debuting on the Mustang Mach E , and a 12.4-inch configurable digital tool instrument cluster.

Climate control is mercifully all handled through controllers and buttons instead of the touchscreen. It has wireless Apple CarPlay and Android Auto, remote start, a wireless charge pad that’s nicely located, easy to access, and is nicely gripped, so it holds the phone in place.

Other nice touches include dual zone climate control for passenger and driver, heated leather-wrapped steering wheel, and a 360° camera that, along with the front and rear parking sensors, help with maneuvering the big truck in tight spaces.

The rear seats are not too bad either; if you're under 6 feet tall, you'll have just about enough legroom. The massive transmission tunnel means the person sitting in the middle won't be overly comfortable, and you'll likely be touching your knees. But for short journeys, it’s not a problem at all. There's also some clever storage under the seats where you can put valuables if you don't want to leave them in the bed.

Talking of which, the bed has two 12-volt outlets, and plenty of tie-down points, which is useful for keeping things from rolling around. Ford has also covered the bed in plastic to protect the paint underneath it. It's 59 inches long and 47 inches wide, which was big enough to transport a large three-seater sofa and a massive TV stand with a bit of creative license.

Essential Options

The electric power roll top tonneau cover is an essential two-grand option as we can’t imagine a situation where you won’t need it. You can open it with a key fob or with a button in the bed, and it helps keep your stuff dry and secure. I don't know who's buying a truck that isn't going to use the bed and the cover offers crucial protection from the elements and people with sticky fingers.

The Conquer Gey Metallic paint and the Raptor Splash Decal Pack aren’t what we call essential but certainly add to the truck’s fun-filled nature.

In the UK, if a pickup can carry 1,000 kilograms (2,205 pounds), it qualifies for a Commercial Vehicle Company car tax rate regardless of how much CO2 it produces. But as the Ranger Raptor is fitted with an off-road focused suspension, it can only carry just over 650 kg (1,433 lbs), so it doesn't qualify.

It can also only tow 2,500 kg (5,512 lbs) compared to the regular Ranger, which can tow a ton more (7,716 pounds). That’s the compromise to having an off-road suspension and a more exciting truck parked in your driveway. It also rides, handles and has a better interior than a normal Ranger, with lots of kit as standard. But if you need a truck primarily for work, then because it doesn’t qualify for tax breaks, in addition to the limited payload and towing abilities, the Ranger Raptor is not for you. However, if you've always wanted a truck, and feel like splurging on something that will give you years of joy, this is about as good as it gets.