The 14th generation Ford F-150 (2021-2025) is one of the most capable and customizable trucks on the road. Whether you're chasing better off-road clearance, a more planted highway feel, or a street truck stance that turns heads — your suspension is where it all starts.
This guide breaks down everything you need to know about lifting, leveling, and lowering your F-150 — what works, what doesn't, and what the pros actually recommend.
Leveling Kits: The Most Popular First Mod
Every F-150 rolls off the lot with a factory rake — the front sits about 1.5-2 inches lower than the rear. It's designed for payload, but most owners hate the look. A leveling kit raises the front to match the rear, giving you a balanced, aggressive stance.
Spacer Leveling Kits ($100-$300)
The budget-friendly option. Polyurethane or aluminum spacers bolt on top of your factory strut, raising the front 1.5-2.5 inches. Brands like ReadyLift and Rough Country make solid kits that install in a couple hours. You keep your factory ride (mostly), and you can fit up to 33-inch tires without trimming.
The downside? Spacers don't actually improve your ride quality — they just add height. Over time, they can accelerate wear on ball joints, CV axles, and shocks because the suspension geometry shifts slightly.
Coilover Leveling Kits ($800-$1,800)
This is where it gets serious. Instead of stacking a spacer on your factory strut, a coilover leveling kit replaces the entire assembly with a purpose-built, height-adjustable coilover. The ride quality difference is immediately noticeable — less body roll, better bump absorption, and a more controlled feel.
The Bilstein 6112 front paired with 5160 rear shocks ($1,400-$1,800) is the gold standard for daily drivers and towers. Fox 2.0 Performance coilovers ($1,200-$1,600) are the go-to if you want a softer, plusher ride. And ICON 2.5 VS coilovers ($1,800-$2,200) are the choice for anyone pushing hard off-road.
Pro tip: If you can only afford one upgrade, skip the spacer and save for coilovers. The ride quality difference is worth every dollar.
Lift Kits: Going Beyond Level
Once you're past the 2-2.5 inch mark, you're into lift kit territory. This is where tire clearance, ground clearance, and off-road capability really open up — but it's also where proper parts selection matters most.
Mid-Range Lifts (3-4 Inches)
A 3-4 inch lift is the sweet spot for most enthusiasts. You get room for 35 inch tires, real ground clearance improvement, and an aggressive stance without going extreme. Kits from BDS and ReadyLift in this range run $950-$3,000 depending on shock quality.
Critical requirement at this height: You need aftermarket upper control arms (UCAs). Without them, your suspension geometry is compromised — you'll get steering wander, rapid ball joint wear, and uneven tire wear. ICON Delta Joint tubular UCAs ($700-$900) are the premium choice. BDS tubular UCAs ($500-$700) are excellent value.
Full Suspension Lifts (6+ Inches)
This is a full suspension overhaul — new crossmembers, knuckles, control arms, coilovers, brake line extensions, and often driveshaft work. Parts alone run $1,200-$6,000+, plus $1,000-$2,000 in professional installation.
BDS 6-inch kits are the most popular in this range. Their base kit with NX2 shocks runs about $1,900-$2,400 and rides decently. Step up to their Fox 2.5 coilover package ($4,000-$5,800) and the ride quality is genuinely impressive for that much lift.
At this height you're running 35-37 inch tires comfortably, but plan to regear your differential (4.56 or 4.88 ratios) to keep the truck drivable.
Lowering Your F-150: The Street Truck Approach
Lifting gets all the attention, but lowering a 14th gen F-150 is a legit performance move. A lower center of gravity means less body roll, sharper turn-in, reduced wind resistance, and a more planted feel at highway speeds. Plus — a properly dropped F-150 looks incredible.
Mild Drop (1-2 Inches Front / 3-4 Inches Rear)
The Ford Performance Complete Lowering Kit drops the front 1.3 inches and rear 2.5 inches ($800-$1,200). It uses replacement struts and shocks valved specifically for heavier wheel/tire combos — so the ride actually improves over stock. It's essentially a factory option and handles significantly better on-road than spacer lift kits.
This is the move if you want a cleaner stance without going aggressive. You still have enough clearance for daily driving and the occasional dirt road.
Moderate Drop (2-3 Inches Front / 4-5 Inches Rear)
Belltech's Street Performance kits are the industry standard here. Their 2/4.5 kit for the 14th gen includes front coilovers and rear shocks with independent rebound and compression valves ($1,200-$2,000). The ride is firm but controlled — tuned for the street, not the strip.
MaxTrac also offers a solid 2/4 or 3/5 kit with struts for $800-$1,200 — a great entry point if you want the look without the premium price tag.
Aggressive Drop (3-5 Inches Front / 5-7 Inches Rear)
QA1's adjustable kits are the top shelf here. Their 3/5 single-adjustable kit runs $2,500-$3,000, and the double-adjustable version hits $3,500-$4,000+. You get Viking front coilovers and Fox rear shocks, with independent rebound and compression tuning for dialing in exactly the ride you want.
At this drop level, you may need to consider air bag helper springs if you tow or haul anything — the reduced rear travel means less load capacity without supplemental support.
Why Lowering Makes Sense
- Lower center of gravity — less body roll, better cornering, more confident lane changes
- Reduced wind resistance — subtle but real fuel economy improvement at highway speeds
- Sharper steering response — the truck feels more connected, less "trucky"
- Better aesthetics — a properly dropped F-150 on the right wheels is a head-turner
- Improved braking — less weight transfer means shorter stopping distances
Shock Upgrades: The Foundation of Everything
Whether you lift, level, lower, or leave it stock — upgrading your shocks is the single biggest ride quality improvement per dollar. The factory shocks on the F-150 are tuned for the broadest possible audience, which means they compromise everywhere.
Bilstein 5100 vs Fox 2.0: The Great Debate
Bilstein 5100s ($75-$110 per shock) are firmer, with better body roll control and superior towing feel. They also have built-in front ride height adjustment. Lifetime warranty.
Fox 2.0 IFPs ($125-$175 per shock) are softer and plusher, with better bump absorption on rough roads. They're rebuildable with rechargeable nitrogen gas — a lifetime shock if you service it.
The community consensus: Bilstein if you tow or want a tighter handling feel. Fox if you prioritize comfort and off-road plushness. You really can't go wrong with either.
The Hidden Gem: Rear Sway Bars
Here's something most F-150 owners don't know — most trims don't come with a rear sway bar from the factory. Adding one is arguably the highest-value handling upgrade you can make.
A Hellwig rear sway bar ($250-$400) or UMI Performance 1-inch adjustable bar ($300-$400) dramatically reduces body roll during cornering, lane changes, and towing. If you tow a trailer, this mod alone will transform how confident the truck feels.
Pair it with Timbren SES bump stops or Air Lift LoadLifter air bags for the ultimate tow rig setup.
Tire Fitment Guide by Lift Height
One of the most common questions: "What tires can I fit?" Here's the real-world answer for the 14th gen F-150:
| Lift Height | Max Tire Size | Wheel Size | Offset | Trimming? |
|---|---|---|---|---|
| Stock | 275/65R18 (32") | Factory | Factory | No |
| 2" Level | 35x11.5R20 | 17x8.5 to 20x9 | 0 to +20mm | No |
| 3" Lift | 35x12.5R20 | 20x9 | -12 to +10mm | Minor |
| 4-6" Lift | 35x12.5R20 | 20x10 | -24 to -51mm | Possible |
| 6"+ Lift | 37x12.5R20 | 20x12+ | -44 to -76mm | Yes |
Key rule: On the 14th gen F-150, tire width matters more than height. A 35x12.5 will rub before a 35x11.5 on the same setup. Always check clearance at full steering lock and full suspension compression before hitting the highway.
Browse our full selection of wheels and tires to find the right combo for your build.
What the Pros Say: Common Mistakes to Avoid
- Skipping alignment — After any suspension change, get an alignment. Period. This is the #1 most overlooked step and causes rapid tire wear.
- Stacking spacers past 2.5 inches — Spacers on top of factory struts were never designed for this. You're stressing ball joints, CV axles, and shocks beyond their limits.
- Ignoring upper control arms on 3+ inch lifts — This leads to premature ball joint failure, steering wander, and chewed tires.
- Lifting the front and forgetting the rear — A balanced approach with front coilovers AND rear shocks delivers dramatically better results.
- Buying the cheapest kit — The $300 difference between a generic spacer kit and a quality Bilstein or Fox setup saves thousands in long-term maintenance and replacement parts.
- Assuming a lift increases tow capacity — It doesn't. Your payload and tow ratings don't change with a lift. Overloading a lifted truck is just as dangerous.
Brand Recommendations
| Tier | Brands | Best For |
|---|---|---|
| Premium | ICON, King, Bilstein 6112/8112, Fox 2.5/3.0 | Serious off-road, best ride quality |
| Enthusiast | Bilstein 5100, Fox 2.0, BDS, Eibach | Best value for daily + weekend builds |
| Mid-Range | ReadyLift, Rough Country, MaxTrac | Good starting point, proven reliability |
| Budget | Rough Country (basic), Daystar | Get the look on a tight budget |
Build It Right
The best suspension setup is the one that matches how you actually use your truck. Tow heavy? Start with a rear sway bar and quality shocks. Want to run 35s on the trail? Go coilover leveling kit with UCAs. Building a street truck? A Belltech or QA1 drop with the right wheels is hard to beat.
Whatever direction you go — invest in quality components from proven brands, get a proper alignment, and build in stages if budget is a factor. Your F-150 will thank you.
Ready to start your build? Browse our full F-150 suspension catalog or reach out to our team if you need help picking the right setup.