The Australian guide to lift kits for American pickups

Thinking about a 2–3.5″ lift on your American pickup – RAM 1500/2500, Chevrolet Silverado 1500/2500 HD, GMC Sierra 1500/2500 HD, Ford F-150, Super Duty (F-250/F-350/F-450) or Toyota Tundra in Australia?

The safe, legal and warranty-friendly path is to:

1. Choose springs, shocks and geometry correction (UCAs, radius arms, etc.) for your actual load and tyres
2. Recover correct steering geometry with a proper alignment
3. Verify and adjust ADAS (radar, camera, parking sensors) and headlight aim
4. Document everything at handover

Australia uses VSB 14 / NCOP as the national engineering baseline, and then each state applies its own rules. Many guides treat ~50 mm suspension as the common “road-legal” benchmark, with some jurisdictions allowing ~75 mm combined (for example 50 mm suspension + 25 mm tyre radius increase) on certain vehicles. You must confirm the current rules in your home state before booking.

We build and document lift, tyre, towing and touring setups for these US full-size trucks — including Silverado 2500 HD and Sierra 2500 HD heavy tow rigs — for customers Australia-wide. We supply alignment sheets and ADAS checks with every build.

Why lift kits change how your truck behaves

A lift is not “just some springs”. On big American pickups it changes how the whole vehicle behaves at highway speed, with a caravan or trailer behind it.

• Steering geometry:
  Caster, camber and toe all move when the front comes up. Too little caster = vague on-centre feel and tramlining. This is especially noticeable on F-150 and RAM 1500 when towing.
• Roll centre & weight transfer:
  Higher centre of gravity changes braking stability and cornering balance — important when you’re hauling a caravan or fifth-wheel with a Silverado 2500 HD / Sierra 2500 HD.
• Driveline angles:
  IFS and heavy-duty platforms push CV and propshaft angles steeper with height. Poor angles = vibration, heat and premature wear.
• Headlight aim & ADAS:
  Lifting alters headlight aim and sensor “view”. Front radar, cameras and park sensors (common on Silverado/Sierra and Super Duty) may now “look” at bull bars, pre-runner bars or light bars instead of the road. You must verify and adjust.
• Tyre clearance:
  Bigger diameter and different offset affect bump and lock-to-lock clearance, and how much tyre sticks out past the guards. On RAM 1500 and Silverado 1500 you’re often trimming liners / crash-bar areas if you’re chasing 35s.

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What’s legal (use this to triage, then confirm locally)

National baseline: Australia relies on VSB 14 / NCOP for light-vehicle modifications. Use it with the current state process when considering that you will do your pickup truck. Infrastructure & Transport Dept.

State quick-reference (always check the latest page before making a decision):

You always pair that with the current state process before saying “you’re legal”.

Queensland (TMR / QCOP):
Queensland runs LS codes under QCOP. LS9 (design) and LS10 (certification) are what you fall into for higher lifts. TMR guidance and QCOP documents spell out when ~50 mm suspension can be treated as a basic (no-cert) mod and when combinations (suspension + tyres + blocks) need certification. There’s also an LS9 “High Lift” pathway (up to 150 mm) that’s design-certified. Industry summaries often quote ~75 mm combined on certain ESC-equipped vehicles.

New South Wales (TfNSW):
NSW publishes the Light Vehicle Modifications Manual – Suspension & Ride Height. That manual says what changes require VSCCS certification and what’s considered basic. You have to refer to the latest version because this is where NSW gets very specific.

Victoria (VicRoads / DoT):
VSI 8 – Guide to modification for motor vehicles – says you must maintain ADR compliance. It also explains when you need an engineering sign-off. For anything beyond mild height/tyre changes, you treat it as case-by-case with VSI 8 plus VSB 14.

South Australia (DIT):
Bigger suspension/ride height changes usually trigger an engineer signatory. DIT may require a Certificate of Exemption (COE) and a Statement of Requirements (SOR).

Western Australia (DoT):
WA groups mods into Minor / Simple / Complex. “Complex” lifts (significant height, tyre diameter jumps, steering geometry changes) need engineering approval through Vehicle Safety & Standards.

Tasmania (Transport Services):
Significant suspension/tyre mods are inspected and signed off by an Approved Vehicle Certifier through AVCAIS.

Northern Territory (MVR):
In the NT, MVR approval is required for major modifications. Big lifts or tyre changes can be referred to the Technical Advisory Committee (TAC). NT relies on VSB 14 for the underlying technical standard.

Important:
Transport ministers agreed in 2024 to update VSB 14 and work toward more consistent national rules. That means the “what’s allowed” numbers can shift.

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Warranty & insurance: how we protect your position

A lift kit does change the engineering and geometry of a pickup truck so it is vital that the organisation fitting the lift kit truly understands the engineering of the vehicle and how the vehicle was converted. A key strength of Autogroup International is that we actually convert vehicles to right hand drive and have a team of over 30+ engineers – so we truly understand the impact.

This is where we separate ourselves from backyard lift installs and “4-inch Insta builds”.

• Causation, not automatic cancellation:
  A lift kit doesn’t instantly void your warranty. The real question is: did something fail because of the lift, or because it was fitted badly? We build in a way that’s defensible.
• Handover pack (Australia-wide):
  Every RAM, Silverado 1500, Silverado 2500 HD, Sierra 1500, Sierra 2500 HD, F-150, Super Duty, and Tundra we build gets a documented pack:
  • Parts list
  • Torque card
  • Alignment sheet (before/after numbers + our target ranges)
  • Headlight aim check
  • ADAS / radar / camera functional check
  • Re-torque / inspection schedule
  That pack protects you when you talk to a dealer, insurer or roadside inspector in another state.
• Insurance comfort:
  Insurers care about two things: Is it roadworthy and compliant in your home state, and can you prove it was installed professionally and safely? Our documentation answers both.

If someone asks for a 4–6″ daily-driven “show truck” with 37s and no paperwork, we’ll either map out an engineered pathway or we’ll say “no”. That protects them and protects us.

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Platform watch-outs (US full-size trucks in Australia)

Here’s what consistently comes up on real customer vehicles. This applies whether you’re in Victoria, Queensland, WA, NSW, SA, TAS or NT – people transport these trucks to us from all over Australia.

RAM 1500 (DT) / RAM 2500+

• Past ~2–2.5″, upper control arms and knuckle geometry matter to recover caster and ball-joint angles.
• Many owners chase ~35″ tyres, but 35s are not “bolt-on”. You’re often trimming inner liners and managing crash-bar clearance (especially on RAM 1500).
• RAM HD / RAM 2500-style platforms start moving into heavy towing and load-carriage, so you’re thinking about driveline angles and rear spring rate, not just front height.

Chevrolet Silverado 1500 / GMC Sierra 1500

• Lift + tyres + a front bar changes radar, parking sensors and camera visibility.
• After fitting a pre-runner bar or bull bar plus suspension, we re-check ADAS, parking sensors and front camera views.
• Offset and poke matter: extreme negative offset might look “tough” but it can ruin steering feel and push tread outside the guards.

Chevrolet Silverado 2500 HD / GMC Sierra 2500 HD

• These heavy-duty (HD) trucks are serious tow rigs for caravans, goosenecks, toolbodies and heavy touring setups.
• Geometry correction (radius arms, track bar brackets, steering correction, etc.) is usually built into proper HD kits rather than a simple bolt-on UCA.
• Owners often aim for 35–37″ LT load-rated tyres. Bigger rolling mass = different braking demand, steering load, and sometimes cooling considerations for long-distance towing.
• On a Silverado 2500 HD / Sierra 2500 HD, the lift conversation is never just “stance”. It’s towing stability at 100–110 km/h, brake control under load, and how that package will be viewed by police/inspectors when you cross into another state.

Ford F-150

• The F-150 is extremely sensitive to caster. “In spec” caster is not always “nice to drive”.
• We tune caster for highway stability and return-to-centre, especially with boats, jet skis or enclosed trailers.

Ford Super Duty (F-250 / F-350 / F-450)

• Similar story to Silverado/Sierra 2500 HD: this platform is built for towing and heavy work.
• We are managing driveline angles, steering geometry, brake demand and ADAS calibration — not only height.

Toyota Tundra (’22+)

• Tundra’s hybrid packaging puts heat, wiring looms and sensors in tight spots.
• When you lift it and add a bull bar or pre-runner bar, you have to think about loom routing, heat management and radar/camera angles.
• We test ADAS and camera views before handover.

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Brand ecosystem (broad and practical) — how to choose well

There is no single “best brand”. We pick the system that fits how you actually use your truck and how it will be interpreted by compliance in your home state.

Here’s how we frame the main families for Australia-wide customers:

• FOX
  2.0 through 2.5 Performance / Performance Elite / Factory Race. Strong control and heat management on corrugations and towing. Good match for Silverado 1500, RAM 1500, F-150, Tundra, and also higher-spec towing setups on Silverado 2500 HD, Sierra 2500 HD and Super Duty.
• ICON Vehicle Dynamics
  2.5 CDCV coilovers with billet UCAs (Delta Joint), popular on GM 1500 and late F-150. Adjustable compression gives you fine control for daily vs loaded touring.
• King Shocks
  Rebuildable 2.0 / 2.5 / 3.0 coilover and bypass options. Ideal for people who actually punish their trucks, run heavy constant loads, or spend long stretches on corrugated roads.
• Bilstein
  6112 (big-bore front) + 5160 (remote-res rear). A proven daily/touring combination for people who tow and road-trip but aren’t chasing a hardcore desert setup.
• Carli Suspension
  Built specifically for RAM HD and Ford Super Duty platforms. These aren’t cosmetic spacers; they’re engineered ride/handling packages for big towing, heavy front axles and long-distance comfort.
• Zone Offroad
  Lift/level kits covering RAM, Silverado/Sierra 1500, F-150, Tundra and so on. Useful entry point where budget matters but you still want a matched system instead of a random stack of spacers.
• Lovells (GVM)
  Certified GVM upgrades (pre- and post-reg pathways). This matters when the story is payload and legally towing heavy — e.g. Silverado 2500 HD / Sierra 2500 HD / Super Duty / RAM 2500+ doing serious caravan or work duty. GVM is its own engineered pathway, not just “a lift”.

Quick chooser

• Daily / Touring: Bilstein 6112/5160; FOX 2.0 / 2.5
• Towing / Corrugations: FOX 2.5 / Performance Elite; ICON 2.5 CDCV; King 2.5 with reservoir
• Heavy-Duty (RAM HD, Silverado 2500 HD, Sierra 2500 HD, Super Duty): Carli; high-spec FOX or King
• Budget / Entry: Zone Offroad (still needs ESC/ADR and tyre/track checks)
• Payload / GVM: Lovells GVM + tuned shocks/springs around that new legal payload

We always match damping, travel, spring rate and heat capacity to what you actually do, not just what “looks tall on Instagram.”

Lift Kit Selection Table (for Australia-wide customers)

This table is a planning tool, not a guarantee. We use it with owners from Victoria, Queensland, Western Australia, New South Wales, South Australia, Tasmania and the Northern Territory.

Before we lock in a package, we confirm:

1. The legal/mod pathway in your home state
2. Tyre/offset/track so it’s safe, roadworthy and insurable — not just “looks tough”
3. Steering geometry and driveline angles so it tows straight at highway speed with a van on the back
4. ADAS, headlights and radar/camera performance so you keep safety systems and towing aids working

Platform	Typical Use Case	Target Lift Range	UCA / Front Geometry Correction Needed?	Shock / Suspension Families to Shortlist	Tyre Sizes Commonly Attempted	Track / Offset Notes
RAM 1500 (DT)	Daily driver + towing (caravan / boat)	+2.0″ to +3.0–3.5″	Often yes at ~2.5″+ to recover caster	FOX 2.0 / 2.5; Bilstein 6112/5160; ICON 2.5; Zone Offroad; Carli (mainly HD on 2500/3500)	33–35″ LT all-terrain / mud-terrain	35s usually need inner clearance work and correct offset to keep tread under guards
Chevrolet Silverado 1500 / GMC Sierra 1500	Touring + light off-road + front protection (bull bar / pre-runner / winch)	+2.0″ to +3.0–3.5″	Commonly yes above ~2.5″	FOX 2.5 / Performance Elite; ICON 2.5 CDCV (billet UCAs); King 2.5; Zone Offroad	33–35″ A/T or hybrid terrain	Aggressive offset can block radar/camera and upset parking sensors — must be checked
Chevrolet Silverado 2500 / GMC Sierra 2500 (HD)	Heavy towing, fifth-wheel / caravan / work use	+2.0″ to +3.0–3.5″+ (HD-style kits with corrected steering/geometry)	Usually addressed in the HD kit rather than bolt-on UCAs	FOX 2.5 / heavy-duty reservoir shocks; King 2.5+; heavy-rate coil/leaf or coilover upgrade sets	35–37″ LT load-rated towing tyres	Heavier tyres add rotating mass and braking load — match tow setup and brake controller
Ford F-150	Daily + towing + boat / toy hauling	+2.0″ to +2.5–3.0″	Often yes above ~2.5″ (caster sensitive)	FOX 2.0 / 2.5; Bilstein 6112/5160; ICON 2.5 CDCV; Zone Offroad	33–34.5″ A/T or highway-terrain towing tyre	Too much poke (big negative offset) hurts steering feel and can stick tyres past guards
Ford Super Duty (F-250 / F-350 / F-450)	Heavy towing, highway stability, mining / remote work	+2.0″ to +3.0–3.5″+ (HD kits incl. radius arms / 4-link options)	Usually built into proper HD kits	Carli Suspension (Pintop / Commuter etc.); FOX 2.5 / Factory Race; King 2.5+	35–37″ LT load-rated towing tyres	Big tyres = more brake demand; confirm braking, GVM, tow control, and cooling
Toyota Tundra (’22+)	Touring + canopy / RTT + weekend towing	+2.0″ to +2.5–3.0″	Often yes above ~2.0–2.5″ (loom / sensor angles)	FOX 2.0 / 2.5; ICON 2.5 CDCV; King 2.5; Zone Offroad	33–34″ load-rated A/T	Watch radar / camera angle and loom heat near the front bar — test ADAS after fitment

Installation checklist (used for every Australia-wide job)

We follow the same structured process whether you’re local or you’ve come to us from interstate.

1. Baseline:
   Measure ride height, read alignment, check headlight aim, scan for any DTCs.
2. Install:
   Fit springs/shocks/UCAs or HD link/radius arm components per the kit. Torque everything at ride height (not hanging).
3. Clearance:
   Full bump travel and lock-to-lock with your actual wheels/tyres (including 35s / 37s on Silverado 2500 HD, Sierra 2500 HD, Super Duty etc.).
4. Alignment:
   Set caster/camber/toe to target values and road-test for stability and return-to-centre.
5. Headlight aim:
   Adjust after lift so you’re not dazzling traffic.
6. ADAS:
   Check radar, camera, parking sensors. Re-aim or calibrate if required, then road-test. This step is critical for Silverado/Sierra, Super Duty, and Tundra.
7. Handover pack:
   Alignment sheet, ADAS/headlight notes, torque card, re-torque schedule, tyre pressure / towing pressure guidance.

That pack protects you if you’re pulled over, questioned by an insurer, or challenged by a dealer.

If you have a question about the right lift kit to consider, from an independent automotive manufacturer who has been designing, engineering and converting American pickup trucks in Australia for over 30+ years – then reach out to the team on (03) 9765 1300 or drop them an email on [email protected]

Sources you can trust

Like all things – do you research and don’t listen to the first ‘expert’ no matter how good there Instagram is. There is nothing better that a manufacturer (Autogroup International) that has been doing this for 30+ years – and one that has to pay for the warranty if something goes wrong to one of our trucks! Below are your sources to check:

• VSB 14 / NCOP — National baseline for light-vehicle modifications.
• Queensland (TMR / QCOP / LS codes) — LS9 High Lift, LS10 Certification, and “basic vs engineered” lift guidance.
• New South Wales (TfNSW) — Light Vehicle Modifications Manual: Suspension & Ride Height (defines VSCCS triggers).
• Victoria (VicRoads / DoT) — VSI 8: Guide to modification for motor vehicles.
• South Australia (DIT) — Engineering sign-off, Certificate of Exemption, Statement of Requirements.
• Western Australia (DoT) — “Complex modification” process through Vehicle Safety & Standards.
• Tasmania (Transport Services) — AVCAIS inspection / certifier model.
• Northern Territory (MVR) — MVR / TAC approval for significant vehicle mods.
• 2024 update: Transport ministers endorsed national VSB 14 reform toward consistency across states, so thresholds can shift.

Why owners trust us!

• 30+ engineers on staff with a team of 250+ people
• 6-person procurement team and in-house logistics – fast shipping.
• Spare-parts warehouses in Australia, Sri Lanka and Canada.
• Over 5,000 American vehicles engineered/converted in 30+ years, and thousands of US trucks serviced every year.
• We hand over alignment sheets, headlight aim confirmation and ADAS verification — and we support builds Australia-wide

Call to action

Book a lift that’s engineered for how you actually use your truck — towing, touring, daily driving or remote work — and that stays on the right side of legality and warranty. We support RAM, Silverado 1500 / Silverado 2500 HD, Sierra 1500 / Sierra 2500 HD, F-150, Super Duty and Tundra owners Australia-wide.

If you have a question about the right lift kit to consider, from an independent automotive manufacturer who has been designing, engineering and converting American pickup trucks in Australia for over 30+ years – then reach out to the team on (03) 9765 1300 or drop them an email on [email protected]