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camburgs Raptor Arm Options - camburg Engineering F150 Long Travel Kit - Photo 43411600

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  • Here’s a “Raptor-ized” ’06 F-150. If you go this route, you’ll need all the control arms at once. Owners of ’04-’08 4x4 models can retain four-wheel drive via a pair of extented 4340 chromoly Camburg axleshafts, which are used with the stock CV joints. Owners of ’09-and-newer F-150s can either purchase complete Raptor CV shaft assemblies or extended Camburg axleshafts.
Here’s a “Raptor-ized” ’06 F-150. If you go this route, you’ll need all the control arms at once. Owners of ’04-’08 4x4 models can retain four-wheel drive via a pair of extented 4340 chromoly Camburg axleshafts, which are used with the stock CV joints. Owners of ’09-and-newer F-150s can either purchase complete Raptor CV shaft assemblies or extended Camburg axleshafts.
1305or 01+camburgs raptor arm options+camburg engineering f150 boxed lower arms Here’s a view from underneath. Camburg’s Raptor lower control arms are labor- and material-intensive to manufacture. Cutting, bending, machining, fitting, and welding are all part of the process. Look closely and you can see the longitudinal plug welds where internal ribs join the arm’s lower face. The shock pocket has a drain hole to let water and debris out. The protruding knob is a jacking point for secure lifting. There’s not a rubber bushing in sight! The lower control arms pivot on 1-inch uniballs at the frame: replaceable, durable, precise, non-binding. Camburg uses thick-walled uniball cups to create uber control arm strength. Here’s a “Raptor-ized” ’06 F-150. If you go this route, you’ll need all the control arms at once. Owners of ’04-’08 4x4 models can retain four-wheel drive via a pair of extented 4340 chromoly Camburg axleshafts, which are used with the stock CV joints. Owners of ’09-and-newer F-150s can either purchase complete Raptor CV shaft assemblies or extended Camburg axleshafts. 1305or 01+camburgs raptor arm options+camburg engineering f150 boxed lower arms The control arms are powdercoated Camburg gray for classy looks and corrosion resistance. The upper and lower ball joints are replaced with huge 1.5-inch uniballs. Note the way the control arms’ tabs wrap around the uniball cup for extra strength. The shock pocket incorporates a pair of machined washers to create a secure surface on which to fasten the shock. The shock’s nut and bolt enjoy the protection of a recessed portal. Textbook-quality MIG welds are par for the course from Camburg’s welding technicians. Stock Raptor shocks will fit, as will any aftermarket coilover shock designed for the Raptor’s front end. You can use your Raptor sway bar thanks to Camburg’s built-in sway bar mount. Connecting the stock Raptor sway bar to the Camburg lower control arm requires an optional Camburg adapter kit. Above the sway bar mount you can see the welded-on bumpstop strike plate, allowing you to add bump control beyond the coilover shock. Limit strap tabs are not shown here but are also included. The upper control arms use a mixture of chromoly tubing, 3/4-inch rod ends, and a 1.5-inch uniball to bring consistent handling and suspension cycling on board. Heat-treated stainless-steel hardware adapts the uniball to the steering knuckle sans drilling.
The upper control arms use a mixture of chromoly tubing, 3/4-inch rod ends, and a 1.5-inch uniball to bring consistent handling and suspension cycling on board. Heat-treated stainless-steel hardware adapts the uniball to the steering knuckle sans drilling. There’s tremendous stress transmitted through the lower uniball, its misalignment hardware, and fixing bolt. The lower uniball’s sheer size, at 1.5 inches, means it’s up to the task, but Camburg goes further by only using the highest-quality U.S.-made, Telon-lined uniball bearings. The stainless-steel misalignment spacers and adapter hardware are heat-treated to create strength on par with the uniball. Cinching it all together is a military-spec 12-point aircraft-quality bolt made to the highest possible standards.
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