long travel kit ford ranger

• 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

04-08 Ford F150 4WD Long Travel Kit

04-20 Ford F150 Uniball Upper Control Arms

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Camburg Engineering

'98-12 Ford Ranger XLT 2WD Camburg Long Travel Kit

190 South McQueen Road Suite 109 Gilbert AZ 85233 United States

STATE OF CALIFORNIA CONSUMER WARNING

This is the ultimate in high performance Race proven off-road suspension. This system will give you up to 18 of travel with a massive 1.5 lower mono balls and 1 uppers; just like the Trophy Trucks. The lower pivots are not urethane, or Delrin they are massive 1 mono balls. This kit is high end so if you are looking for the best off-road system for your A-Arm Ranger you have found it.

WHAT'S INCLUDED:

• Heim upper arms
• Boxed lower arms
• Fabricated spindles
• Heims and uni-balls w/spacers.
• Custom Steering Upgrade

Shipping & Returns

SHIPPING POLICY There is a chance that your cart will display no shipping charges. Certain items populate a standard shipping rate, others are advertised as free shipping to the lower 48, and others (often multiple parts or larger orders) may not show a rate. There is nothing more to do on your end if it is free or flat-rate shipping. If your order does require a shipping cost/option, our shipping department will determine the shipping charges, and we will email you the cost/options for your order to ship out. Once you receive that email, there will be a link to pay for the charges, or you can cancel the order and be fully refunded.

OFFERS OF FREE SHIPPING: All free ground shipping offers only apply to shipping addresses in the continental United States. This notification will appear above the product information and on the cart page.

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86-97 Ranger & 91-94 Explorer / Long-Travel Suspension Kit Stage 3

$ 5,249.00

86-97 Ranger & 91-94 Explorer Long-Travel Suspension Kit Stage 3 utilizes 12″ King coil overs and front shock hoop. Ford Ranger Explorer and Bronco II

(Front Suspension only)

Description

Additional information.

• Applications

The 86-97 Ranger & 91-94 Explorer Long-Travel Suspension Kit Stage 3 is a high performance long-travel front suspension kit for Rangers, Explorers, and Bronco IIs. This kit converts the TTB suspension to use a 12″ Coil-over performance shock. Built for chase and prerunning down in Baja!

The 15 inches of front suspension travel soaks up the whoops, and delivers an amazing ride even through the roughest terrain. This Suspension kit is built for heavy off-road use, no matter if it’s on hard or soft packed dirt.

The Ranger and Explorer Coil-over Conversion Kit combines our legendary Cut N’ Turned Dana 44 TTBs with uniball pivots, uniballs, stainless steel misalignment spacers and welded differential skid plate for superior durability, and 12″ 2.5 King Remote Reservoir Coil-over shocks for a perfect suspension upgrade. Everything is built specific to your Bronco, considering weight, application and other parameters.

The Cut N’ Turned beams allow for proper camber.  We weld the remaining TTB welds that the factory does not complete. Our 1 1/4″ Extended Radius Arms will bring back the correct caster and allows the wheel to travel on a greater arc.

The W-I-Y shock hoops  comes with pre-drilled alignment holes, allowing for easy and precise positioning before welding. Fiberglass fenders are not required.

We also offer additional beam plating. Which includes plating the front, back, top, and bottom of both beams.  We weld a truss and skid plate to the driver’s beam for additional strength. We replace the stock bushings with 4130 chromoly uniball cups, FK uniballs, and stainless steel misalignment spacers for superior durability.

This suspension system uses a 12″ coil over shock to keep your factory brake booster.

We do offer a Dana 35 TTB modification allowing you to run a Dana 44 spindle, snouts, and hub conversion. Call for shock options.

• Front suspension travel approx.: 15″
• Front suspension lift approx.: 4 in
• Recommended tire size: 33″ (35″ tire will require fiberglass)
• Fiberglass required: Yes
• Engine cage/Shock hoops is included.  
• 4130 Chromoly 1″ Uniball Cups welded on beam pivots

Ranger & Explorer Long-Travel Kit Includes

• Cut N’ Turned Dana 35 TTB
• 12″ stroke 2.5 King coil over shocks with remote reservoirs
• 1 1/4″ Heimed Extended Radius Arms
• Radius Arm Pivot Boxes
• 17-4 Stainless Steel Misalignments
• Grade 8 Hardware
• Limit straps
• FK 1″ uniballs
• FK 1 1/4″ Heim Joints
• Front Extended Brake Lines
• Alignment Cams
• Modify Dana 35 TTBs to run a Dana 44 spindle, snouts and hubs.

This product fits the following vehicles:

• Safety Equipment
• Hardware / Replacement parts
• King Shocks Products

• TT-6100/Prerunner
• Builder Components
• Hubs/Housings
• Accessories
• Blitzkrieg Luxury Prerunner

• Gen 1 Raptor
• Gen 2 Raptor
• Gen 3 Raptor
• *Coming Soon* 2019-Current
• 2020-Current
• Deaver Springs

0% for 12mo With affirm

Free install quotes, free stickers with all orders.

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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• Coil Over Shocks & Bypass Shocks for Trucks

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• 2.0″ Coil Over Shocks
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98-12 Ford Ranger XLT 2WD +2 Long Travel Kit

$ 3,000.00

• 100% CAD Designed and Manufactured in the USA
• 12″ of travel
• Utilizes a 2.0″x8″ coil-over and 2.0″x8″ bypass
• Stainless Steel Spacers/Hardware
• Boxed upper control arms utilizing 1″ uniballs and 3/4″ heims
• Boxed lower control arms utilizing 1″ uniballs and polyurethane bushings
• Fully fabricated shock mounts
• Stainless steel tie-rod extensions
• Powder coated finish

Warranty: 6 Months

2.0×8 Remote Reservoir Coilover Shocks with Springs (Pair) 15% OFF ( $ 465.80 )

2.0×8 Remote Reservoir Shocks (Pair) 15% OFF ( $ 340.00 )

• Description
• Additional information

This 2WD long travel suspension kit fits all torsion bar versions of these trucks and SUVs:

• 1998-2012 Ford Ranger XLT & EDGE 2wd
• 1995-2001 Ford Explorer 4-door and 2-Door 2wd
• 2001-2003 Ford Explorer Sport 2-door 2wd
• 2001-2005 Ford Explorer Sport-Trac 2wd

Parts Included:

• Upper Control Arms
• Lower Control Arms
• 2 – Tie-rod Extensions
• 2 – Boxed Shock Mounts
• Limit Straps

Parts Needed:

• 2.0″x 8″ Coil-over Shocks
• 2.0″x 8″ Bypass Shocks
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• 10-14 Raptor
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VDF Ford Ranger Edge 4WD Long Travel Suspension

$ 4,200.00

This 4WD Long Travel Suspension Kit fits:

• 1998-2012 Ford Ranger XLT & EDGE 4wd
• 1995-2001 Ford Explorer 4wd
• 2001-2003 Ford Explorer Sport 2-door 4wd
• 2001-2005 Ford Explorer Sport-Trac 4wd

Does not include coil-over shocks or bump stops. You can add them on below.

Our kits are made when ordered. Please allow 4-6 weeks for delivery.

Fox 2.5×8 Performance Series Coilovers (Pair) ( $ 1,250.00 )

Fox 2.0″x2.0″ Bumpstops (Pair) ( $ 550.00 )

Description

Additional information.

Specifications:

• 14″ of wheel travel, with 4wd!
• 4.5” wider per side
• New Cr-Mo (4130) tube upper control arm, with high-angle balljoint (over 20 degrees more than a uniball)
• Boxed plate lower A-arm
• Uses 8″ stroke coilover shocks, not included (replaces torsion bars)
• Weld-in shock hoop
• Custom Length Heat Treated 4340 Axle Shaft with serviceable 930 inner CV joints *

Included in the Kit:

• Tubular upper control arms, with bushings and balljoints installed
• Boxed plate lower control arms with bushings and balljoints installed
• Complete front axles with custom length heat treated shafts and high angle 930 CVs
• Steering Tie-rod Extension

Related products

Fox 2014 f150 4wd front coil-over shocks, 2007-2013 silverado prerunner bumpers, fox 09-15 f150 4wd rear reservoir shocks, total chaos 04-08 f150 uniball upper control arms, vdf 97-03 ford f150 4wd long travel kit.

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Maximizing Your Ford Ranger Suspension Travel

If you’re looking for information on wheel travel, suspension travel, ‘flex’, etc., this page is for you.

Front Beams/Brackets Beware Of Drop Brackets Equal Length Beams Camber Coil Springs Shocks/Mounts Coil-Overs Radius Arms 1983-1997 Ford Ranger Bolt On Kits Ranger A-Arm Rear Suspension 64-Inch Chevy Leaf Swap Bed Cages Web Links

Wheel Travel – Is the distance of vertical suspension movement measured at the hub centerline.

Why is it important?

Wheel travel can be an important factor depending on what type of off-roading you are doing;

Desert Racing & Pre-Running  – In high speed offroading such as desert racing, a lot of wheel travel combined with the proper shock valving will allow the suspension to cycle and absorb the bumps creating a more stable ride. If you’ve ever watched a SCORE desert truck racing across the desert, the truck looks like it’s running smooth across the desert and the suspension is doing all the work. The truck isn’t bouncing all over the place.

General Off-Road & Rock Crawling  –  In this situation you’ll hear people talking more in the terms of ‘flex’, but it’s basically the same thing.  As your vehicle is crawling over rocks or other trail obstacles, you want the tires to be able to drop far enough down from the vehicle to allow the tires to make contact with the surface. If the axle can’t droop and the tire is hanging in the air, it’s not going to be able to offer you any traction to help you continue forward. Of course, if you don’t have lockers to send power to all four wheels, then it’s not much good to you.

Above is a photo of my 1996 Ford Ranger 4×4 with a Skyjacker 6-Inch Class II suspension kit with extended radius arms. Notice how even though the truck looks fairly level, the axles at at some extreme angles, and the tires are making contact with the ground.  It’s important for all (4) tires to have contact with the ground for the vehicle to continue forward.  This was actually a steep snow covered climb. If I had not been able to keep all (4) tires on the ground, I might not have made it.

If you look at the photos below, you’ll see that it doesn’t take much to lift a tire off of the ground with a vehicle that has limited wheel travel.

The Ford Twin Traction Beam (TTB) and Twin I-Beam (TIB) Suspensions:

Many people refer to the front suspensions in 1983-1997 Ford Rangers as a TTB suspension. The fact is, that TTB refers to the 4×4 version and TIB refers to the 2WD version.

TTB/TIB suspensions can be built to provide a lot of wheel travel. Soft coil springs and the lever action provided by the beam make for a great off-road design. From the early 1980s to the mid 1990s, I-beam suspensions could be found on just about every successful race truck. Even today, most serious prerunners use some form of I-beam suspension for its durability, simplicity, and long wheel travel potential. I-beams do have their Achilles heel, though. With the long travel comes excessive amounts of camber and caster change throughout the suspension cycle. This can cause erratic handling if the steering linkages are not considered.

From 1966 to 1979 Ford used the longest equal-length I-beams of any year on its 2WD F-series trucks. These arms stretched all the way to the opposite framerails. The longer the beams are, the more travel that can be obtained. From 1980 to 1996 Ford used unequal-length I-beams, the driver side being longer. This allows the driver side to provide more travel than the passenger side with less camber change. Needless to say, this can cause some unique handling situations.

Rangers (and Bronco IIs) from 1983 to 1997 also enjoy the long travel benefits of I-beam suspension. Much like the 1980-1996 fullsizes, the Rangers have a longer beam on the driver side.

Modifying The Ford Ranger TTB/TIB Front Suspension:

When you look at the front suspension of a Ford Ranger, you have:

• Front Axle Beams/Mounting Brackets
• Coil Springs
• Radius Arms

These are the components that are going to influence how much wheel travel you achieve. Lets break it down part by part;

Front Beams/Brackets  – When lifting the suspension and looking for more wheel travel, you have the option of:

• Lowering the beams with suspension drop brackets to allow room for taller springs
• Having the beams bent to allow the mounting end of the beam to bend up towards the frame and bolt in to the factory mounts. This is stronger than using drop brackets, but bending the beam can also shorten it.
• Get specially manufactured beams that are bent and still maintain the correct widths.
• Get specially manufactured equal-length beams.

The method you choose will depend on your budget and intended use of the truck. While drop brackets may work fine on a trail truck, you’ll have a stronger setup using bent beams and the factory mounts blasting across the terrain at high speeds.

Bending the beams should be done by someone who has experience. An incorrect procedure can cause the beams to fail or make the vehicle impossible to align. One drawback of bending the beams is that the track width of the front end becomes narrower than stock. The radius arms need to be modified for proper caster or, better yet, replaced with longer pieces. This method of lifting affords more wheel travel and strength than the bracket kits.

The next option is production-built beams. The beams are usually made from chromemoly tubing or plate. Their design allows them to accommodate up to an 8-inch lift coil. Longer radius arms are required for these beams but all the components are bolt-on. Huge amounts of travel up to and beyond 15-inches is possible depending on the shock towers. The static track width that these beams provide is usually a few inches more than stock. When the suspension compresses, the track width will be several inches wider than stock. Fiberglass or trimmed fenders may be necessary to provide full use of the travel.

These Camburg 1983-1988 2WD Ford Ranger beams are 4-inches wider per side and are a coil-over application only.

These Camburg 1989-1997 2WD beams are 4.5-inches wider per side, have Heim Joint pivots, Billet CNC end pieces, and also come with billet steering extenders.

Bent beams aren’t just limited to 2WD’s.

These Camburg 4×4 beams are modified for off-road use. They are cut and turned for proper camber alignment. They will require porting for the axles to clear in use with long travel trucks. Designed to work with stock axles. Shown with optional uni-ball pivot.

These Solo Motorsports Dana 35 beam are 4-inches wider, trussed, cut and turned, and have uniball cups. 4×4 beams are also offered by Autofab.

If you establish long wheel travel with your TTB, the pass-through window for the axleshaft may need enlarged so it will clear the shaft in all positions of bump and droop travel.

Beware Of Drop Brackets:

This is one of those topics that I think is overlooked and needs mentioning. People will buy a cheap lift kit to save money, or piece together their own lift with used parts. I strongly suggest you stay away from lift kits or suspension brackets that use a drop plate for the passenger beam pivot bracket.

Here’s why:

Looking at the back side of this lift, you can see where the pivot bracket for the passenger side beam has been lowered by using a drop plate. If you look to the left, you can see where there is only 2-inches of space between the bracket and the front differential. There is a risk that upward suspension travel could cause the differential to strike the plate and bracket and break the differential housing.

The photo above shows lift kit brackets that use the drop plate method. The photo below shows heavy duty brackets that includes a complete replacement passenger beam pivot bracket.

Equal Length Beams  – We need to talk about equal length beams. What are equal length beams? If you remembered when we mentioned the 1966-1979 2WD Ford F-150 beams, we said that the longer the beams are, the more travel that can be obtained. With equal length beams, you don’t have to deal with one side (the driver side) being longer and providing more travel than the passenger side, causing the driver and passenger side beams to have different camber changes and causing unique handling situations.

Camber  – is the inward or outward tilt of the front tires as viewed from the front. Inward tilt is negative, outward tilt is positive. Camber is used to distribute load across the entire tread. Improper camber makes the tire wear on one edge, and causes the vehicle to pull to the side.

Above is a picture of what a lot of positive camber can look like with a lot of wheel travel. This photo is for example only before any adjustments were made.

It’s important to remember that your Ranger has unequal length drivers and passenger beams. That means that if you’re switching to equal length beams, you’re going to need new mounts (pivots) to mount the beams to the frame. You’ll also need a good crossover steering kit. It is highly recommended that you buy a complete system (beams, pivots, cross-over steering and radius arms) from a company such as Camburg or Giant Motorsports to ensure that it all works together.

These equal beams (above) are from Solo Motorsports.

Above are Camburg’s equal Length beams. Their kit comes with equal length beams, radius arms, beam pivot brackets, radius arm brackets with tranny X-Member, full steering kit with swings, all heims and hardware, billet aluminum hubs with hub centric dust cap, custom hollow snout spindles, Wilwood brake rotors, calipers, and pads, 9 degrees of camber adjustment, Pro-Am pinch bolt bungs, low un-sprung weight compared to other setups. No need for an outdated king pin setup with old junkyard parts and no ability to change you camber.

Coil Springs  – The coil springs will determine the ride height and it’s spring ratio will effect how it rides and handles. To much wheel travel can cause the spring to pop out of the upper spring mount (bucket). This is generally controlled by the use of a retainer, limiting strap and we’ve even seen the use of a tube in the middle of the upper mount to allow the spring to slide down so it can’t pop out.

Shocks/Mounts  – Shocks can be one of the biggest restrictors when it comes to wheel travel. Often a suspension can’t achieve its full droop because the shock has reached the end of its travel. Ranger owners have found ways to change the mounting locations of the shocks.

The shock mount above was available for a while from Skyjacker and allowed dual front shocks. If you look to the left of the coil you’ll see a pocket where the shock would have normally been mounted. This new mount bolted on and added a couple more inches of shock length.

From there, enthusiasts found that they could use an F-250 shock mount (above) buy cutting the original upper shock mount off of the coil bucket and mounting the F-250 shock mount next to it.

This has (2) advantages;

1) it allows room for a longer shock,

2) it allows for the use of a traditional upper EB1 bushing style shock instead of the Rangers stud type shock mount.

The Ford part number is E5TZ18183A.

Here is another custom configuration. The owner cut off the factory shock mount part of the coil bucket and reinforced it with a piece of metal plate. Then they created a new mount and welded it to the top of the coil bucket. The shock should mount to the rear of the spring, not the front. The farther along the radius arm the shock is mounted, the farther the shock will have to travel up and down.

This shock mount is an old Fabtech unit. Unfortunately, Fabtech stopped making products for the 1983-1997 Rangers. Again, this raised the shock mount to allow for a longer shock and did away with the stud style upper shock mount.

Above is a Autofab wheel travel kit. The custom made coil buckets are much stronger than stock. It has a tall hoop structure so the front shock can be a 14-inch travel shock. Here is the secret of the wheel travel. Get a long enough of a shock in there to stroke for all that travel. The rear shock mount is different because that shock is further back on the radius arm and does not stroke the same amount. Remember, the farther out from the radius arm mount (at the frame) you mount the shock, the farther it is going to have to travel (shock stroke).

If you have followed along in the progression of these photos, you’ll see that as the desire for wheel travel increases, the upper shock mount heights increase as well.

Coil-Overs  – Yes, we didn’t have coil-overs in the list above, but if you’re pretty off-road savvy, by now your thinking to yourself, “what about coil-overs?”

This setup is made by Camburg and replaces your coil spring with a coil-over. Coil-overs have always been considered pricey, but are becoming more and more popular in serious off-road vehicles.

Longer Radius Arms  – Almost any serious off-road Ranger you see now a days has a set of extended (longer) radius arms. The longer radius arms increase wheel travel (up to 30%)  and help keep caster change to a minimum during suspension cycling. They also help triangulate and strengthen the suspension assembly.

Above is a Skyjacker extended radius arm compared to a stock radius arm. Both arms use a bushing mount at the rear of the arm to mount it to a bracket on the frame rail.

These Radius arms are from Camburg (above) and Autofab (below) and use Heim Joints instead of a bushing mount at the frame rail.

The advantages to Heims over bushings is that the bushings can bind and wear out and the Heims offer freer movement.

1983-1997 Ford Ranger 4×4 Bolt On Kits:

If you’re looking for a bolt on suspension kit to provide you with more lift and suspension travel, you’ll want one with longer radius arms.

I would recommend:

James Duff 5-6 Inch Stage 3 Suspension Kit

This kit includes:

• 5-6” Progressive Rate Coil Springs*
• New Coil Tower Dual Shock mounts
• Rod Ended Extended Radius Arms
• HD Tranny Crossmember
• Extended Stainless Brake lines
• Drop pitman arm (fits PS only)
• Axle pivot drop brackets
• 4 front shocks, 2 rear shocks, 6 shock boots
• Urethane coil pads, leveling spacer
• Complete Replacement Leaf Spring Packs
• Spring Eye Bushings

Skyjacker Class II 6-Inch Suspension Kit

• Heavy duty suspension brackets
• Transmission mount crossmember
• Replacement rear leaf springs & u-bolts
• 6-inch lift front coil springs
• Extended radius arms and brackets
• Dropped pitman arm
• Longer sway bar links

Autofab Model 35 Wheel Travel Kit

This kit provides 16-inches of wheel travel. Features custom coil spring buckets and shock hoop structures. Specialty Pivot brackets duplicating Ford Factory 2-inch lift on Ranger STX Hirider trucks. This allows the middle U-joint to operate to achieve 16″ wheel travel. A drop pitman arm is required. Beams are cut and turned for alignment correction of 4-inch lift. Special Autofab radius arms correct the castor alignment and allow for more droop and wheel travel.

For more information about ‘ cut and turn ‘, click HERE

Giant Motorsports Dana 44 TTB Conversion Kit

Want to go all out and upgrade to a Dana 44? Get the Giant Motorsports Dana 44 TTB conversion kit. This easy to bolt on kit allows for added strength, a 5-inch lift, up to 18-inches of controlled wheel travel, and widens the track width to 80 inches (depending on wheel off set). The passenger side beam pivot is designed stronger then most, that spans across to grab both frame rails so you will need the trim the lip on back parts of the cross member to bolt up the new mount.

1998-2009 Ford Ranger Short Arm / Long Arm (SLA) Suspensions:

The 1998 and newer Ford Rangers have two different types of SLA front suspension;

• The 1998-2009 Ford Ranger 2WD uses a coil spring SLA front suspension.
• The 1998-2009 Ford Ranger 4×4 has a torsion bar SLA front suspension.
•  The 2001-2005 Ford Ranger 2WD Edge has a torsion bar SLA front suspension.
• The 2006-2009 Ford Ranger 2WD Sport has a torsion bar SLA front suspension.

Note  – The Edge appeared in 2001 and offered a 2WD Ranger that had the ride height of a 4×4 Ranger. In 2006, Ford switched from using the Edge name to using ‘Sport’. In 2007, ‘Edge’ became a vehicle all in itself as a Ford midsize crossover SUV.

What are Torsion bars ? Torsion bars use the twisting properties of a steel bar to provide coil-spring-like performance.

This is how they work: One end of a bar is anchored to the vehicle frame. The other end is attached to a wishbone, which acts like a lever that moves perpendicular to the torsion bar. When the wheel hits a bump, vertical motion is transferred to the wishbone and then, through the levering action, to the torsion bar. The torsion bar then twists along its axis to provide the spring force.

The coil spring SLA suspension right height is effected by:

• Upper Control Arm / Lower control Arm
• Coil Spring

Company’s making long travel kits for SLA Rangers do so by replacing the upper and lower arms, coil spring or torsion bar, spindle, upper shock mount and adding steering tie-rod extensions.

This Camburg 2WD kit uses tubular Heim pivot upper arms, lower boxed arms, CNC and boxed spindle, all heims and uni-balls with spacers and steering extensions.

Most long-travel A-arm kits widen the front suspension 4-5 inches at each side and replace the 2WD coil springs or 4×4 torsion bars with a coilover shock. There are some middle of the road kits that use a new coil spring for the 2WD trucks.

It is possible to get a long wheel travel kit for a 1998 and newer 4×4 Ranger. Dixon Bros. offers a kit for the A-arm suspension that also includes complete front axles with custom length heat treated shafts and high angle 930 CVs.

Increasing Wheel Travel In The Rear Suspension – 1983-2009:

There are (2) ways that enthusiast use to create a lot of wheel travel in the rear end.

1) 64-Inch Chevy Leaf Swap  – The first is the Chevy 64-inch leaf spring and flipped shackle conversion. Flipping the shackles is when you remove the rivets on the stock shackle hanger of the rear leaf springs and re-installing it upside-down. This allows a better spring progression, and lowers the center of gravity. Replacement springs such as Deaver, are designed to work with a flipped shackle.

Here’s a general idea of how you add the longer 64-inch spring:

The front mount is move forward so the bottom left hole of the bracket is relocated into the bottom right hole in the frame.

The rear hanger was flipped over and in this case a 7-inch shackle was used. Flipping the rear shackles lets the rear suspension dive deeper into bump travel without going into a negative arc. In addition to using 64-inch leaf springs from a Chevy, Deaver Spring offers several different leaf-spring options for the Ranger.

Above is a photo of a Camburg shackle with a Deaver spring.

Note – Whenever you do a conversion like this, you’re going to run in to clearance issues with the bed. Desert trucks and most prerunners remove the bed and use fiberglass bedsides. If you’re using your bed, you’ll likely need to cut a section of the bed out for clearance.

2) The second option for a long travel rear suspension is a 3-link or 4-link rear.

This Camburg 3-link system is a must if you want to really haul through the desert! This system is bolt on and comes complete with all Heims, stainless spacers, and hardware. This system utilizes full boxed lower links where the shocks mount as low as possible to gain around 4-inches of ground clearance over other boxed links on the market today.

Good long travel rear suspensions use a bed cage that mounts to the frame rails and offers a mounting point for shocks. This allows you to mount shocks that are long enough to let you get all the wheel travel available.

The cage above is from Camburg. The one below is from Dixon Bros.

Rear Link Kits:

For maximum rear wheeltravel, Camburg also offers a rear 3-link kit.

• 48-inch Lower Trailing Arms
• Upper 3-link Wishbone
• Upper & Lower Link Mounts
• Carrier Bearing X-member
• FK 1.00 inch Uniballs
• Stainless Steel Mis-alignment Spacers
• Grade 9 Hardware

Giant Motorsports offers a rear link kit as well.

This new link design dramatically cuts the cost of linking your truck by eliminating the upper link arm – allowing you to keep the stock frame, axle, bed, and gas tank. This kit allows up to 26-inches of travel.

Miscellaneous:

Sway Bars – Sway bars when disconnected will add another inch of travel on basic suspensions and need to be removed for long wheel travel suspensions.

Brake Lines – You will need to lengthen brake lines when increasing suspension travel.  Some people have ran hard lines down the radius arms to a rubber line connecting it to a hard line on the frame.  This places the brake lines in a position with the least amount of travel.

Limiting Straps & Bump Stops – Consider using limiting straps to prevent your suspension from pulling your shocks apart and bump stops to keep your tires from coming through your fenders.  Finally, check your axles and drive-shafts to ensure they aren’t going to pull apart.

Blitzkrieg Motorsports

Dixon Bros.

Fabtech Motorsports

Giant Motorsports

Solo Motorsports

More Articles:

Camburg Engineering

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Camburg Ford Ranger XLT 2wd 98-12 Race Long Travel Kit

$ 7,295.00 – $ 13,248.70

Description

• What’s Included
• Vehicle Applications

This is the ultimate in high performance Race proven off-road suspension. This system will give you up to 18″ of travel with a massive 1.5″ lower mono balls and 1″ uppers; just like the Trophy Trucks. The  lower pivots are not urethane, or Delrin they are massive 1″ mono balls. This kit is high end so if you are looking for the best off-road system for your A-Arm Ranger you have found it.

The race kit uses our Camburg 2.25 front hubs along with Wilwood 12″ rotors and their 4 piston superlite calipers. With the bigger hubs you’ll need a wheel that has a 5 on 5.5″ bolt pattern with a 4.25″ center-bore for 5/8″ wheel studs.

• This kit is for the serious racer and requires extensive fabrication. We recommend a qualified off-road race shop to install and setup this suspension system.
• Boxed lower arms
• Tubular heim upper arms
• Full heim steering
• Fabricated spindles
• Camburg 2.25 billet front hubs (5 on 5.5″ bolt pattern)
• Wilwood 12″ x 1.25″ vented rotors
• Wilwood forged superlite 4 piston calipers w/ BP-20 pads
• All heims, Uniballs and hardware required
• With this being an off-road racing suspension kit, it does not have the provision for the ABS wheel speed sensor.

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.

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Is it safe for a U.S. citizen to go to Krasnodar? - Russia Forum

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Is it safe for a U.S. citizen to go to Krasnodar?

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I've heard U.S. citizens are considered the enemy, as the U.S. is the major backer of Ukraine. As such, I could be arrested, detained and imprisoned simply for holding a US passport. Is this true?

24 replies to this topic

I haven't been to Krasnodar, so I can't speak to that city But I have been traveling to and from Russia through Istanbul since last year, and never had any problems being from the US. On the contrary, people here have been very nice. I never had a bad experience in Russia on account being from the US. I haven't been even asked any question or had anything searched when I crossed the border.

Thank you Matt P, I appreciate you taking the time to answer this. This is good to know, as literally every Western website I've looked at (official State webpages,) has recommended not to travel and that it's highly dangerous. Thank you for giving me an alternative opinion based on experiential facts.

My pleasure.

Unfortunately I learned a long time ago the travel advisory page of the state department can't be trusted. I think they started with good intentions, but now the pages are heavily intermixed with political propanganda. Makes it hard to know what is which.

As for news, I used to be a huge fan of them when I was a kid. I believed that their role was to hold powerful people accountable. Today they all mostly repeat the politically favored message of the day. I ready someowhere that 90% of the media is owned by 6 companies. That explains a lot. Thus, travel news, for politically disfavored countries (like Russia) is useless.

I had a connecting flight to Russia, so no Istanbul customs. But I have been to Istanbul before (seperately), and as an American you spend just minutes at customs. Just make sure to get your Turkish evisa ahead of time. Can all be done online.

I exchanged some USD into the rubles at the Istanbul airport, to be able to pay for the taxi in Moscow and the hotel when I check in. The best exchange rates though, I got at the various currency exchange places in major malls and near major subway stations in Moscow. You can recognize them through red dollar and euro signs.

You might also want to consider getting a Russian debit card (Tinkof). That way you don't need to carry cash with you all the time. They come to your hotel and give you one. Very easy.

>>> I ready someowhere that 90% of the media is owned by 6 companies. That explains a lot. Thus, travel news, for politically disfavored countries (like Russia) is useless.

Matt, did you know the country you are staying is 100% controlled by ONE man?

You do know this poster is asking about buying separate ticket from IST-SOCHI ?

>>>>The best exchange rates though, I got at the various currency exchange places in major malls and near major subway stations in Moscow.

Again, you do know this poster is going to Sochi and then to Krasnodar, no where near Moscow? I don't remember any other Russian cities that have convenient exchange places in malls and booths!!

>>> You might also want to consider getting a Russian debit card (Tinkof).

I don't understand why someone would get a Russian card unless they are a frequent visitor or live in Russia for an extended time.

Matt, have you been OUT of Moscow yet? There is much of Russia to see and experience. I hope so!!!

>>> This is good to know, as literally every Western website I've looked at (official State webpages,) has recommended not to travel and that it's highly dangerous.

It is the same message for over ten years!! People will do what they will do.

Are you likely to see hostility I'd say not but in my personal experience I've never heard a Russian say something positive about Americans quiet the opposite in fact, that said they've ironically embraced a lot of of US culture.

Bare in mind that Russian state media is constantly attacking the US accusing it of being engaged in a proxy war with Russia so I seriously doubt you won't find a considerable amount of people in Russia with very anti-American attitudes so I find it very odd that people would believe otherwise.

Why do you wait to book your flight from IST to AER?

Direct flights with Azimut, IrAero and Aeroflot. There may be an issue trying to have proper connecting flight times.

Your biggest problem will be booking a train ticket in Adler because of possible sell out ( summer travel) and language issues. Vasily would know better if train would sell out

I had forgotten one thing. If you bring cash, please double-check the import and export declaration threshold requirements for each country that you enter and leave, including your home country.

Wow! Thank you so much for so much feedback! I don't plan on waiting until I get to Istanbul before I get my ticket to Sochi. Currently I'm having issues with my bank cards keep being denied, even though money is in my account! I had a friend get me my train ticket from Sochi to Krasnodar, so I don't need to worry about that.

My bank says there's no hold on my card. Any suggestions on sites to go through?

Thank you again for all your comments.

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FC Krasnodar 17-18 Home, Away & Third Kits Released

Russian club FC Krasnodar today revealed their new third jersey for the 2017-2018 campaign as part of Puma's Step Out collection. The new Krasnodar 2017-2018 shirts feature unique designs.

FC Krasnodar 17-18 Home Kit

This is the new FC Krasnodar 2017-2018 home shirt by Puma.

Krasnodar's new home kit features a black and green gradient design, similar to last season's jersey. It comes with a unique gradient effect and Puma's Polka dots Formstripe on the sleeves.

The shorts and socks of the new Krasnodar 17-18 home kit are green.

FC Krasnodar 17-18 Away Kit

This is the new FC Krasnodar away shirt.

The new Krasnodar 17-18 away shirt is white with a black / green side panel design. On the sleeves of the new Puma Krasnodar 17-18 away shirt is the brand's modern Polka dots Formstripe in green.

Puma FC Krasnodar 2017-2018 Third Jersey

This is the new Krasnodar 17-18 third kit.

Part of Puma's Step Out collection, the new FC Krasnodar 17-18 third kit introduces a stealth look in anthracite and bilious green. It has a subtle diamond pattern on the front.

What do you think of the new Puma FC Krasnodar 2017-18 kits? Let us know in the comments below.

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