Two inches of front lift for the F-150 Lightning, installed without taking a single strut apart. Rough Country's 52200 spacer kit removes the factory rake so the truck sits level front to rear, and opens up clearance for a tire as large as 33 inches.

The simplest way to change how a Lightning sits

From the factory the Lightning sits nose-down. It is deliberate — the rake helps aerodynamics and loaded ride height — but it reads as squat, and it is the first thing most owners want to change. This kit is the direct fix: composite spacers mount above the factory strut assemblies and raise the front two inches.

Because the spacers sit on top of the strut, nothing internal is touched. No spring compressor, no disassembly, no reason to have a shop rebuild a strut afterward. That makes this the lowest-risk suspension modification available for the truck, and it is why it is the one most owners start with.

What a spacer does — and what it does not

A spacer raises ride height. That is the whole job, and it does it well. What it does not do is change your suspension's capability: travel, damping, spring rate and load capacity all stay exactly as Ford built them. Ride quality stays factory, which for most owners is the point.

If you want more articulation, a firmer damped feel, or the geometry correction that comes with replacement control arms, you want a full lift kit instead — not a spacer. If you want the truck level, a bigger tire to fit, and the factory ride you already like, this is the correct part.

Range, honestly

Two inches of lift changes frontal area and disturbs the underbody airflow the Lightning was engineered around. You will lose some range. It is a smaller penalty than a three-inch kit, but it is not zero.

The larger variable is the tire. Going from the factory all-season to a 33-inch all-terrain adds rolling resistance and rotating mass, and that will cost you more range than the spacers themselves. If you level the truck and keep the factory tire, the effect is modest. If you level it and fit aggressive 33s, plan on a real reduction.

Specifications

Fitment

Check for CCD before you order. Adaptive dampers are an option on higher trims, and a truck fitted with them is excluded from this kit. If you are not sure what your truck has, contact us with the VIN and we will confirm.

Wheel and tire combinations

Rough Country has verified these combinations on a leveled Lightning. Clearance depends on wheel diameter, width and offset together — not on the tire size alone.

Bolt pattern is 6x135 on every combination above. This is a selection of the verified fitments — if the setup you want is not listed, ask us before you order wheels.

Before you install

• Download Install Instructions HERE
• Get an alignment afterward. Raising the front changes camber and toe. Budget for a four-wheel alignment as part of the job, not as an optional extra.
• Confirm you do not have CCD. Trucks with the adaptive damping system are excluded. Check before ordering.
• Decide on tires first. If a 33 is the goal, wheel offset matters as much as the lift. Talk to us before buying wheels — a wrong offset is an expensive mistake to unwind.
• Recalibrate for tire size. A taller tire changes speedometer and odometer accuracy, and affects how the truck calculates remaining range.
• Want more than two inches? The three-inch kit with forged aluminum upper control arms corrects front suspension geometry as well as raising the truck. This kit does not.