Tremor Update: 09/11/2020

We’ve now measured a stock Tremor to “confirm” Lift heights. The Factory Tremor measures as follows:

Stock F350

Stock F350 Tremor

Fender lip to floor Fender lip to floor
Left Front 40 1/4 40 5/8 Right Front Left Front 41 1/4 41 5/8 Right Front
Left Rear 43 1/4 43 3/4 Right Rear Left Rear 44 3/8 44 3/4 Right Rear
Bump Stop to Axle Bump Stop to Axle
Left Front 2 7/8 3 1/8 Right Front Left Front 4 3/4 4 7/8 Right Front
Left Rear 9 9 7/8 Right Rear Left Rear 10 3/8 10 5/8 Right Rear

Measuring a stock Tremor against a standard Super duty shows the Tremor to sit approximately 1-7/8″ higher in the front. The rear has quite a bit more lean on the standard Super Duty but, if averaged, about 1″ taller in the rear.

With this in mind, our 3.5″ and 5.5″ systems on the standard Super Duty will actually be a 1.5″ and 3.5″ System on a Tremor.


2020 F350 Super Duty, 6.7L – R&D

Well, she looks a bit different and we’re happy to report the ONLY change is the stated lift height. Everything bolted on just as it had to the 2017-19 platform. There were concerns that the 10 speed transmission and updated transfer case brought a new front CV style front Driveshaft (at the transfer case) but all was well within operational range of motion through our whole travel stroke.

We touched on the fact that Ford lowered the Super Duty Platform in the earlier article (scroll to the bottom of this page). How much and why? As usual, there’s a variance. The F250 and F350 saw anywhere from a 1-1.5″ lower front spring and 1″-2″ lower rear. This varies based on cab and trim package and F250 vs. F350. Both trucks appear to have shrunk the rear block to a 2″ but the F250 has a 2-spring main leaf pack with a lower overload while the F350 comes with a 3-spring main pack with an upper and lower overload accounting for it’s slightly higher rear stance. Luckily, none of this impedes the installation of Carli Lift Systems – all that changes is the stated lift height.

The installation of our 4.5″ system went off without a hitch. The coils measured out to approximately 5.5″ of lift on this platform confirming, once again, that the height modification to the factory suspension was relegated to the springs/blocks, NOT the mounting provisions. The Radius Arm Drop Brackets bolted into place without issue as did the shocks and Radius Arms, Brake lines, Torsion Sway Bar, Adjustable Track Bar and High Mount steering Stabilizer.

Moving onto the rear was the same story. The stance was perfect as the lift provided to the 2020 resulted in the same measurements as those with the 4.5″ on a 2017-19. This truck is equipped with every option – the Full progressive Leaf Springs, Long Travel Airbags and King 2.5″ Remote Reservoir Shocks to match the fronts. Measuring the wheel wells, the rear sat 1/2″ taller than the front. Our measuring point is always the pinch weld as it’s flat, not skewed like the fender arches. From the pinch weld, we see a 3/8″ rear high stance – just enough to not appear front high as a perfectly leveled truck will.

17s have also been confirmed to fit the 2020s despite Ford’s recommendation for 18+. So long as the recommended wheel specifications are followed – 17×9 with 4.75″ – 5.0″ backspace – we appear to be in the clear! This customer is running Method NV in a 17×8.5″ (8x170mm) with a 0 offset, 4.75″ Backspace. No trimming was required to tuck the respectable 37×13.5″ Toyo MT Tires. These maintained an aggressive stance with minimal tire-poke and thus, little concern of rock-chucking at the fresh paint. A 5″ Backspace would fit with slightly less poke as would a 5.5″ (with Carli Radius arms) for the least amount of tire protrusion from the fender.

So what does all this mean? All that’s left to do is the administrative portion. We need to get these systems up on the website with the proper lift height data populated – customers can feel free to order systems in the interim understanding that their vehicles will achieve approximately 1″ more lift that stated when ordering a 2017-19 lift system. We’ll send out a notification once the 2020 section of the website has been populated. Here are more pictures of this truck for your viewing pleasure!

Axle end of the Carli Adjustable Track Bar featuring in-house machined 17-4 Stainless axle spacers (lift height specific to eliminate bump steer), the proprietary JAMMIT nut, a 1.25″ FK Bearing Chromoly Rod end and boot to ensure long service life.

Frame end of the Carli Track bar featuring our vibration damping CUB joint.



Thankfully, the 2020 is no far cry from it’s predecessor. An updated front end, MASSIVE diffuser and lower stance seem to be what separate it from its predecessor – well, as far as we’re concerned. There are many more changes (Interior, 10 Speed Trans, etc.) but this isn’t a vehicle review; this is an article in response to those calling in chomping at the bit for us release our system fitment information. In reviewing the stock 2020 platform, the suspension appears to have been lowered about 1″ all around comparing the measurements to the 2018 measured the week prior.

Here’s the issue – lowering a straight axle vehicle brings the frame and axle closer together. In short, you’re giving up travel on the “compression” end of the stroke. Think any bump that doesn’t have a dip before you encounter it – driveways, speed-bumps, etc. To account for this, you’ll notice there’s no more large, yellow, cushy foam bump stop to which super duty owners have become accustomed. In shrinking this gap, the bump stop changed from a large, supple stop to a black SOLID stop. Why? How much room are they working with? Glad you asked.

Yup, there’s 1″ of up-travel before you hit the factory bump stop. Actual up-travel (bump stop removed) is 2-7/8″. Total travel, 7″. Lets say you encounter a large front end hit and are able to compress the factory stop 1″ overall, you’re working with 6 total inches of suspension travel – about what we expected overall but FAR less up-travel which is most important in daily driving scenarios. The questions surrounding the new platform focused on whether we’d be making a 2.5″ lift for the 2020 guys specifically or putting our existing 2005-19: 2.5″ lift coils and stating a taller lift height as we were starting with a lower vehicle. Well, the answer is the latter. Why? Because a 2.5″ lift coil would still only net 3.5″ until you contact the bump stops. Designing Performance Suspension Systems, we err on the side of more travel whenever possible.

We installed the entire front Pintop 2.5 Base System:

Everything Bolted in with ease! So let’s talk measurements. We take SEVERAL measurements in the R&D department, many of them redundant to confirm heights at multiple points of the vehicle. The two with which we’ll focus here:

  • Fender to floor: We keep the wheels and tires (including pressure) the same. This is great to measure before and after lift but isn’t a good reference point for an end-user as it varies with tire height & body mount condition (not relevant on a new truck).
  • Bump Stop Strike Plate to Frame: This is the best measurement to use to isolate the suspension measurement. There are no other variables here.



Leveling Springs

Fender lip to floor Fender lip to floor
Left Front 40 1/4 40 5/8 Right Front Left Front 43 5/8 44 1/8 Right Front
Left Rear 43 1/4 43 3/4 Right Rear Left Rear 43 5/8 44 1/8 Right Rear
Bump Stop to Axle Bump Stop to Axle
Left Front 2 7/8 3 1/8 Right Front Left Front 6 3/8 6 7/8 Right Front
Left Rear 9 9 7/8 Right Rear Left Rear 9 1/2 9 3/4 Right Rear

Analysis of the above numbers indicates the the rear of this STOCK 2020 F350 to be about 3″ Taller than the front according to the fender measurements. Another interesting thing to note, the Super Duty lean continues! At the fender, we’re seeing 3/8″ difference, 1/2″ in the rear (lower on the driver’s side). The bump stop to axle measurements confirm the lean but don’t do much aside from setup a baseline for the after measurements.

Total Lift

Fender lip to floor
Left Front 3 3/8 3 1/2 Right Front
Left Rear  3/8  3/8 Right Rear
Bump Stop to Axle
Left Front 3 1/2 3 3/4 Right Front
Left Rear  1/2 – 1/8 Right Rear

Of course, we recommend a rear spring modification with ALL Carli Systems. Nothing we sell in the Super Duty Suspension System lineup is optimized for the factory spring pack with no Progressive Add-a-pack or Full Progressive Leaf Spring pack. That said, many people have purchased our “Base Kits” without the rear spring option so we thought it to be worth mentioning that this truck sat dead-nuts with our front spring.

Isolating the suspension using the Bump Stop to axle measurement; this truck received 3.5″ of lift from our 2.5″ coil springs confirming that these trucks were lowered 1″ via a shorter coil spring by Ford. With the Rear King Shocks installed and charged with nitrogen (the only modification to the rear), the rear end actually came up slightly. Well, raising the front of the truck may have slightly unloaded the rear springs causing the lift as well. Regardless of the cause, the truck sits PERFECTLY level at the fender perspective. This is with the factory leaf spring with the 2-1/8″ tall F350 block installed. The F250 will be a different story if it has a shorter block – it will require this factory 2-1/8″ block if the customer wants no rear spring modification and prefers the exactly level stance.

Click on the picture to view in full-size

Next week, we get into the rear options. Add-a-Pack configuration for this truck will be figured out, full spring install will happen, then we’re throwing it up to a 4.5″ Pintop System with every option!  We should be done with ALL options within the next couple weeks. Following this truck, Tremors and Gas (7.3L) are scheduled. Stay tuned….