Fitment Guide

Overview

The Ford F-150 is America's best-selling truck and our highest-volume fitment platform. Rize Industries supports all generations from 2004 through the current 2026 lineup — but fitment is generation-specific. Major suspension redesigns happened in 2009, 2015, and 2021. Every Rize kit includes a generation compatibility chart.

Compatible Rize Products

Front Leveling Kit (From $89) — 2-inch billet aluminum CNC-machined spacers. Eliminates the factory nose-down rake and creates a level stance. Fits all cab and bed configurations. Supports 33-inch tires on all trims. No strut modification required. Compatible with TPMS, ABS, and electronic stability.

ProLift Coilover System (From $349) — 3–5 inch adjustable lift. Geometry-correcting upper mounts for proper CV axle angle. All trims supported including EcoBoost and V8. Raptor requires a Raptor-specific variant.

Rear Shock Upgrade Kit — Direct bolt-on heavy-duty twin-tube replacement shocks. Increased valving handles the added load of larger tires. No cutting or drilling.

Control Arm Assembly — Upper and lower tubular arms for builds 3 inches and above. Corrects ball joint angle, preserves OEM steering geometry. Powder-coat finish.

Lowering Spring Set — Progressive-rate springs, 1–1.5 inch drop. For street builds on XLT, Sport, and FX2 trims.

Year-Specific Notes

2004–2008 (11th Gen): IFS front suspension. Extended coil spacer kits. Bolt pattern: 6×135mm.

2009–2014 (12th Gen): Wider front track. Standard leveling fitment. 6×135mm.

2015–2020 (13th Gen): Aluminum body. Same lift fitment as prior gen. High-clearance skid plates recommended with ProLift.

2021–2026 (14th Gen): Max Tow trucks have revised rear spring rates — confirm rear shock selection before ordering.

Overview

The Silverado 1500 received major suspension architecture changes in 2007 and 2019. The current T1XX platform (2019+) is a complete redesign — entirely different fitment from prior generations. Confirm your build year before ordering. This matters more on the Silverado than any other platform we support.

Compatible Rize Products

Front Leveling Kit (From $89) — 2-inch front spacers. The T1XX (2019+) uses a different spacer design than prior gens — Rize automatically ships the correct version based on your year at checkout.

ProLift Coilover System (From $349) — 4–6 inch lift. Extended brake line brackets included on 2019+ where required. Compatible with Trail Boss trim with documented minor modifications.

Rear Shock Upgrade Kit — Direct bolt-on for all 1500 leaf spring applications. Increased rebound valving for lifted builds.

Sway Bar & End Link Kit — Reduces body roll on lifted builds. Recommended for any build running 4 inches or more.

Lowering Spring Set — 1.5-inch drop for LT, LTZ, and High Country street builds.

Generation Notes

2007–2013 (GMT900): Torsion bar front on most trims. 6×139.7mm.

2014–2018 (K2XX): Coil-spring IFS across all 1500 trims. Standard leveling. 6×139.7mm.

2019–2026 (T1XX): Full redesign. T1XX-specific kits required. Trail Boss ships with 2 inches of factory lift — Rize kits stack on top.

Overview

The Ram 1500 is unique among half-tons for its coil-spring rear suspension and optional Coil-Air electronic air suspension. Using the wrong leveling kit on an air-equipped Ram is the most common fitment mistake we see. Rize verifies your suspension type at checkout — there are two distinct kit versions and they are not interchangeable.

Standard vs. Air Suspension

Standard coil-spring Rams (most 2009–2012, entry trims): Conventional 2-inch coil spacer. Straightforward install.

Coil-Air Rams (2013+, Big Horn and above): Air bags work alongside coil springs. A standard spacer interferes with the air system's travel range. Rize air-suspension kits maintain all height modes including the lowest setting, and do not affect ECU height sensor calibration.

Compatible Rize Products

Front Leveling Kit (From $89) — Standard and air-suspension variants. Rize ships the correct version after confirming your build configuration.

Suspension Lift Kit (From $349) — 4-inch system with front coilover replacement and rear coil spacers. Model-specific kits for standard and air-equipped trucks. Supports 35-inch tires.

Rear Shock Upgrade Kit — Compatible with coil spring and leaf spring configurations. Confirm at checkout.

Control Arm Assembly — Geometry-corrected arms for Ram builds above 3 inches. Prevents premature ball joint wear from improper angle under lift.

Sway Bar & End Link Kit — Polyurethane bushing stabilizer compatible with all Ram 1500 front sway bar mount points.

Overview

The Tacoma runs a double-wishbone front suspension with a coilover strut — the same architecture used on purpose-built trail trucks — making it one of the best platforms for suspension upgrades. Major changes occurred in 2016 (3rd gen) and 2024 (4th gen). Fitment is generation-specific. TRD Pro models carry a factory 1.5–2 inch lift already; Rize kits stack on top.

Compatible Rize Products

Front Leveling Kit (From $89) — 2-inch coil spacers for SR5, TRD Off-Road, and Limited across all gens. The 4th gen (2024+) requires a revised spacer due to updated strut geometry — automatically assigned at checkout.

ProLift Coilover System (From $349) — 3–5 inch fully adjustable coilover replacement. Extended upper control arms recommended for builds over 3 inches to maintain safe CV axle angles.

Rear Shock Upgrade — Extended-travel leaf spring compatible shocks. Valved specifically for the Tacoma's lighter rear end. Direct bolt-on, all generations.

Control Arm Assembly — Upper arms for 2–3 inch lifted builds. Greaseable zerks for long-term service life.

Lowering Spring Set — 1-inch drop for Sport and Limited street trims. Not for off-road use.

Generation Notes

2005–2015 (2nd Gen): Most popular budget trail build platform. 6×139.7mm.

2016–2023 (3rd Gen): Full coilover and control arm kits built for 3rd gen geometry. 6×139.7mm.

2024–2026 (4th Gen): New platform. Rize 4th gen kits engineered from scratch for this architecture.

Tools Required

Floor jack, two jack stands, 1/2-inch impact wrench or breaker bar, torque wrench, 21mm and 24mm sockets, spring compressor (rental available at AutoZone or O'Reilly — $20–$30), pry bar, penetrating oil.

Before You Start

Spray all strut mount hardware with penetrating oil at least 30 minutes before beginning. On trucks from northern states or coastal areas, seized bolts are common. Time spent here prevents stripped hardware and hours of extra work.

Step-by-Step

1. Safety setup. Chock rear wheels, engage the parking brake. Work on a flat hard surface only. Never work under a vehicle supported solely by a floor jack.
2. Break loose the lug nuts before lifting — loosen while the tire is still on the ground.
3. Jack the front of the truck at the front subframe jack point. Support with jack stands at the factory pinch weld locations.
4. Remove the front wheel.
5. Disconnect the sway bar end link from the strut — 15mm nut, use a hex key through the ball stud to prevent spinning.
6. Remove the three upper strut mount nuts inside the engine bay (14–15mm). Do NOT remove the large center nut.
7. Remove the lower pinch bolt at the strut-to-knuckle interface. Breaker bar required. Drive the bolt out with a drift punch if needed after unthreading.
8. Pull the strut assembly down and out from the wheel well as one unit.
9. Slide the Rize spacer onto the top of the strut shaft — indexes directly onto the shaft, no spring compression needed for the spacer itself.
10. Reinstall the strut assembly with the spacer in place. Start the upper mount nuts by hand first.
11. Reinstall the lower pinch bolt. Apply anti-seize, torque to 125–140 ft-lbs (see kit docs for your platform).
12. Torque the upper mount nuts to 55–65 ft-lbs in a cross pattern.
13. Reconnect the sway bar end link — torque to 40–50 ft-lbs.
14. Reinstall the wheel, torque lug nuts to spec in a star pattern.
15. Repeat on the opposite side before lowering the truck.
16. Lower the truck and bounce the front end 5–6 times to settle components before a final visual check.

After the Install

Drive to an alignment shop before highway use. Re-torque all suspension fasteners after the first 50 miles of driving — components settle under dynamic load and fasteners that felt tight during install can back out.

The Honest Answer

Most trucks don't need a full lift. A leveling kit achieves 80% of what most owners actually want — a level stance, room for 33-inch tires, a more aggressive look — at a fraction of the cost and with none of the mechanical complexity. If you're not building a trail truck or targeting 35-inch tires, start with the leveling kit.

Choose a Leveling Kit When

• You want a level stance without a dramatic height change
• 33-inch tires are your target — achievable on a leveling kit on all platforms
• This is a daily driver — you don't want to compromise ride quality
• Your budget is under $300 all-in
• You want a 2–3 hour home install

Choose a Full Lift When

• You're targeting 35-inch tires or larger — a full lift is genuinely required
• You run serious off-road trails and need four-corner articulation
• You want a dramatic transformation of the truck's proportions
• You're ready for $500–$1,500+ and 4–6 hours of work plus alignment and possibly control arms

What a Leveling Kit Does Not Do

A leveling kit addresses the front only. It does not raise the rear, improve rear ground clearance, or change off-road capability. It's primarily an aesthetic and tire-fitment upgrade — and a very good one at that.

Stock — No Lift

Most half-ton trucks clear up to 31–32 inch tires from the factory before rubbing on the front splash guards at full steering lock.

2-Inch Leveling Kit

33-inch tires fit cleanly on all supported platforms with a 2-inch leveling kit. Minor trimming of the plastic splash guard may be needed on certain trims — 10 minutes with a razor blade, purely cosmetic.

3–4 Inch Lift

33 to 35-inch tires fit cleanly. Best balance of off-road capability and daily drivability. Most builds in this range run 17–18 inch wheels with -12 to +10mm offset depending on tire width.

5–6 Inch Lift

35 to 37-inch tires. At this height, geometry correction through extended control arms is required on all platforms. Wheel offset is critical — overly positive offset will cause tire contact with the frame or UCA on full compression.

Width Matters as Much as Height

A 35×12.5R17 is substantially wider than a 35×11.5R17 — same height, very different clearance requirements. For any tire over 11.5 inches wide on a lifted build, confirm offset with Rize before buying wheels. Getting this wrong means returning expensive hardware.

Immediately After Install

• Bounce the suspension 5–6 times to settle all components before a final torque check
• Visual inspection with the truck on the ground — look for anything misaligned or under unexpected tension
• Confirm brake lines and ABS wires have slack at full steering lock in both directions
• Short low-speed test drive before anything else — listen for clunking, creaking, or rubbing

Within the First 50 Miles

• Get a full 4-wheel alignment. This is mandatory. Every suspension modification changes caster, camber, and toe. Driving without alignment destroys tires and creates handling issues. Budget $80–$150.
• Re-torque all suspension fasteners after the first 50 miles. Components settle under load and fasteners can back out from vibration.

At 500 Miles

• Re-inspect all hardware for loosening or movement
• Check control arm bushings for cracking or tearing
• Inspect tire tread for uneven wear across the contact patch — a clear alignment symptom

Ongoing Maintenance

Grease any zerk fittings on Rize control arms every 15,000–20,000 miles or at every oil change. This is the most skipped step and the primary cause of premature ball joint failure. A grease gun and a $3 cartridge prevents a $400 repair.