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To begin the install we raised the Raptor, securely supported by the frame and removed the front wheels and tires. Next, we disconnect any ABS wiring attached to UCA and support the LCA (lower control arm) with a jack.
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We then removed the upper ball joint nut and used a pickle fork to dislodge the upper ball joint from the knuckle. To gain access to the UCA’s pivot bolts the front strut needs to be removed. To accomplish this, remove the outer tie rod end nut and separate the tie rod from the knuckle with a pickle fork, then remove the three bolts securing the upper strut mount to the frame, followed by the large bolt that fastens the strut to the LCA. Lower the jack supporting the LCA and remove the strut.
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Now that we have access to the UCA pivot bolts, we removed the bolts and the UCA from the truck. To assemble the new Off-Road Series UCA’s we start by installing the Urethane bushings into UCA. We only lube the inside of the bushing and installed the sleeve. Next, we install the zerk fittings to keep the bushings well lubricated for years to come.
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The next step is to install the 4340 heat treated conversion pin into the knuckle and tighten the nut to factory specs, making sure the pin taper sits flush or just below hole in knuckle. We then installed the ReadyLIFT UCA on to the truck with the OE hardware and lightly tightened up the bolts, they will be tightened to factory specs when the truck is set back on the ground.
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We then reinstall the factory Fox strut assembly with the OE hardware and torque to spec. Then we install the misalignment spacers into the uniballs, the large spacer on the bottom and the small spacer into the top. Slide the UCA with the misalign spacers onto the tapered pin in the spindle and raise the jack on the LCA to compress the suspension. We can then install the nut onto the pin tighten to 40 ft-lb.
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Now onto the ReadyLIFT Off-Road Series 1 HD tie rods. We previously removed the outer tie rod end from the knuckle. So, the next step is to remove the inner tie rod end from the rack and pinion. To do this we removed the outer tie rod from the inner tie rod and slid the rack boot off. Then using an inner tie rod end removal tool, we spun off the inner tie rod end.
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Next, we cleaned the threads on the rack to prepare for the installation of the inner clevis. To install the clevis, red thread locker must be used on the bolt. Holding the clevis vertical we tightened the bolt to factory specs. Then we trimmed the rack boot to fit tightly over the the inner clevis and slid it back onto the rack.
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We then assembled the tie rod with hemi joints and jam nuts, applying some anti seize to facilitate easy adjustment in the future. Next up, it’s time to install and torque the 4340 heat-treated conversion pin into the knuckle to factory settings. We slid the large heim with misalignment spacers onto steering pin and torqued to 40 ft-lb and followed that up by sliding the inner rod end into the clevis attached to the rack, then slip in the bolt and torque to 40 ft-lb.
Story and photos by Ryan Kovac
Off Road Addiction’s Project Raptor gets some beefy upper arms.
The Raptor is the ultimate pickup truck, but Ford engineers left room for improvement. The stock F150 Raptor upper control arms and inner tie rods are weak and have been know bend and even break when pushed to the limits. As a preemptive strike, we made a call to our friends at ReadyLIFT for their Mid Travel Uniball Upper Control Arm kit and Heavy-Duty steering kit. Part numbers #44-203 and #38-2002 respectively.
The ReadyLIFT Off-Road Series 1 uniball UCA (upper control arms) feature tab and slotted box plate design, Teflon lined 1.5-in uniball and 4340 heat-treated conversion pin. The inner pivots have urethane bushings to lessen NHV. We combined the UCA’s with ReadyLIFT’s HD Tie rods with 7075 CNC machined aluminum tie rod and 7/8-in Teflon-lined outer heim-joint , ¾-in Teflon-lined inner heim-joint and 4340 heat treated conversion pin. This will give you a virtually indestructible front suspension that’s Baja 1000 tested.
After throwing on the wheels and tires, we lowered the truck to the ground. Always make sure not to forget to torque the upper control arm pivot bolts to factory specs and re-torque the wheels. The final step is to perform an alignment and take it out for a test-drive.
Driving the Raptor with the ReadyLIFT Off Road Series 1 Mid Travel upper control arms and Off-Road Series 1 HD steering kit was fantastic. This upgrade is worth the time and money for the improved road feel. The Raptor now tracks straighter, the suspension feels firmer and the steering is much more precise with a performance attitude. In the dirt, the truck feels much more planted carving through rough turns and is now awe-inspiring. Blasting off 3 ft woops is a riot. Now that we are no longer concerned about bending the wimpy factory upper control arms, we are looking for bigger jumps. Stay tuned for Air Bump stops, a supercharger upgrade and then testing at Silver Lake Sand Dunes in Michigan.