Camburg Upper Arms - Photo 58880233

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Under the front end, things have gotten interesting. The factory A-arms were tossed in favor of Camburg 1.5-inch Uniball upper and lower arms, Icon 3.0 remote reservoir CDC coilovers, and Light Racing hydraulic bump stops. Steering was upgraded with SDHQ tie-rods with rod ends.

Dave had Boatec fiberglass front fenders and bedsides installed. Both provide a 2-inch rise and 2-inch bulge to increase tire clearance and widen the body stance. The bedsides were mounted directly to the stock structure of the bed after the original ones were cut off. The Boatec bedsides offer a wider bulge to keep the tires tucked in. An SDHQ rear bumper sits tight to the tail of the bed and a pair of Vision X LEDs provide backup lighting.

Under the front end, things have gotten interesting. The factory A-arms were tossed in favor of Camburg 1.5-inch Uniball upper and lower arms, Icon 3.0 remote reservoir CDC coilovers, and Light Racing hydraulic bump stops. Steering was upgraded with SDHQ tie-rods with rod ends.

Dave had Boatec fiberglass front fenders and bedsides installed. Both provide a 2-inch rise and 2-inch bulge to increase tire clearance and widen the body stance. The bedsides were mounted directly to the stock structure of the bed after the original ones were cut off. The Boatec bedsides offer a wider bulge to keep the tires tucked in. An SDHQ rear bumper sits tight to the tail of the bed and a pair of Vision X LEDs provide backup lighting.

The factory front bumper has been replaced by an SDHQ front LED bumper with an Evo Prime LED light bar from Vision X. HID replacement headlights also assist in nighttime illumination. SDHQ upgraded the skid plates tip to tail, shielding all the vital areas under the truck.

Under the front end, things have gotten interesting. The factory A-arms were tossed in favor of Camburg 1.5-inch Uniball upper and lower arms, Icon 3.0 remote reservoir CDC coilovers, and Light Racing hydraulic bump stops. Steering was upgraded with SDHQ tie-rods with rod ends.

Rolling stock consists of 35x12.50R17 Toyo M/Ts mounted on 17x9 Method beadlocks. After running in the dirt, Dave relies on a bed-mounted Oasis 8cfm air compressor to bring the Toyos back up to street pressure. Quick-connect air fittings are under the bed on both sides of the truck.

SDHQ installed a custom cantilever rear shock system. The 2:1 ratio keeps the 3.0 Fox bypass shocks tucked horizontally under the bed, eating up no cargo room. The cantilever system, combined with the spring-under leaf packs, provides a respectable 17.5 inches of rear wheel travel without infringing on bed space.

Out back, the factory axle has been seriously beefed up. Lower and rearward trusses were added to keep the factory tubes from flexing. The axle uses a Mag-Hytec rear differential cover for added fluid capacity and improved cooling. Inside, the factory ELocker has been retained along with the factory gearing. A traction link was added to the rear axle housing to help tame axle wrap under hard acceleration.

The factory Raptor interior is comfortable and well appointed. However, it too has been upgraded with a Lowrance GPS unit, and custom A-pillar pod with Autometer gauges that monitor oil and transmission fluid temperatures.

The 6.2L motor has been tweaked with an AFE Stage 2 intake, Magnaflow cat-back exhaust, and SCT Programmer with 5 Star custom tuning. Dave also added custom SDHQ CBR transmission and Power Steering Solutions coolers to combat the heat generated on hot days.

Dave uses a small hoist to lift his wheelchair. In-cab controls run the lift cable and allow the hoist to rotate and move the wheelchair in or out of the bed.

Light Racing hydraulic bump stops slow and halt the last few inches of spring travel on the rear cantilever set-up, which uses Deaver leaf packs.