The Great F-150 Suspension Debate Pt 2: Stepping Up to High-Performance Suspension 

A while back we put together our original Great Suspension Debate: F-150 Version, comparing some of the most popular suspension upgrades for the F-150. That article focused heavily on kits like the Bilstein 6112/5160, Eibach Stage 2R, Ford Performance, and FOX 2.0. For a lot of F-150 owners, those kits still make perfect sense. 

But what happens when you want to take the next step? 

Over the last few years, there have been a lot more options hitting the market in the larger-body performance shock category. We're talking 2.5-inch and larger shock bodies, remote and piggyback reservoirs, adjustable compression damping, internal bypass technology, and suspension systems designed to take substantially more abuse than your typical entry-level leveling kit. 

The downside is that once you get into this category, things can get confusing pretty quickly. 

Is an adjustable reservoir actually worth the money? Do you really need reservoirs front and rear? Is a larger shock body automatically better than a smaller shock with a reservoir? Is an internal bypass BP-51 better for your truck than a FOX Performance Elite? And where does something like the Bilstein 8112/8100 fall into all of this? 

That's what we're going to try to break down. 

Just like our original suspension comparison, the goal here isn't to tell everybody that one suspension kit is universally the "best." There isn't one. 

A suspension setup that makes perfect sense for somebody running forest roads every weekend may be completely unnecessary for somebody whose truck spends 90% of its life commuting and towing a camper a few weekends a year. 

Instead, we want to lay out what you are actually getting with each system, where the differences are, and which features matter depending on how you use your F-150. 

A few disclaimers before we get started. Pricing shown below is Manufacturer Advertised Pricing (MAP) and does not reflect any sale or promotional pricing that may be going on. Pricing is what is MAP current at the time of this write-up and is subject to change. Please note that specifications on these products are given directly from the manufacturer and not created/determined by Hotshot Offroad. In this article we are sharing both details given from manufacturer and their products as well as our opinions on the products based off of our experiences.

First — What's the Big Deal With Reservoir Shocks? 

Before getting into the individual kits, we need to talk about reservoirs because several of the suspension systems in this comparison use them in one form or another. 

A reservoir isn't there just to make an expensive shock look cool. 

As a shock cycles, the piston moving through the shock oil generates heat. The harder and faster you work the suspension, the more heat you generate. Once temperatures climb high enough, shock performance can begin to change or fade. 

Adding a reservoir gives the shock additional fluid and gas volume and helps manage that heat. More oil capacity means the shock can generally handle repeated cycling for longer periods while maintaining more consistent damping. 

That becomes particularly beneficial during: 

This is also why reservoirs can make a noticeable difference on the rear of an F-150. These trucks can have quite a bit of rear body movement from the factory, especially once weight, towing, or rough terrain gets involved. A quality reservoir shock can provide better control when you're repeatedly putting energy into the rear suspension. 

A remote reservoir moves the reservoir away from the shock body using a hose, while a piggyback reservoir mounts it directly to the shock. Both accomplish the basic goal of increasing fluid capacity and helping with heat management. 

Then there are adjustable reservoir shocks. 

These take things another step by putting external damping controls on the shock or reservoir. Depending on the shock, you may be able to change overall compression firmness or independently adjust high- and low-speed compression. 

And remember — "high speed" and "low speed" in shock terminology refers to shock shaft speed, not vehicle speed. 

Low-speed compression adjustments primarily influence things such as body roll, braking dive, weight transfer, and slower suspension movements. High-speed compression comes into play more during potholes, sharp edges, rocks, washouts, and harder impacts that move the shock shaft quickly. 

That adjustability can be extremely useful on a truck that wears several hats. You can have a softer setting for normal unloaded driving and then add damping when the truck is loaded, towing, or headed off pavement. 

Now, lets get into some kits! 

Eibach PRO-TRUCK Stage 3R 

Part #: E83-35-059-01-22 

Manufacturer Advertised Pricing: $2,598 

Eibach has been one of our favorite options in the more affordable F-150 suspension category for quite some time, and the Stage 3R takes the idea behind their smaller Stage 2/2R systems and moves it into a considerably more serious package. 

The big change here is size. 

The Stage 3R uses 2.5-inch front coilovers and 2.5-inch rear reservoir shocks. Eibach's balanced valving is intended to maintain street comfort while providing substantially more damping and cooling capacity when the suspension starts getting worked harder. 

What You Get 

The important thing here is that Eibach isn't trying to turn the F-150 into a trophy truck. 

This is more of a middle ground between the typical 2.0-inch upgrade and some of the more complicated adjustable 2.5-inch systems farther down this list. 

That makes the Stage 3R pretty interesting for somebody who daily drives their truck but regularly hits forest roads, two-tracks, washboard roads, or moderate trails where a smaller shock can start generating heat. 

The rear reservoirs are also a major upgrade compared with running a basic smooth-body rear shock. You get additional oil capacity and better temperature management when the rear suspension is cycling repeatedly. 

Who Is It For? 

We see this being a really strong option for the owner who wants to step into a large-body rear reservoir system while retaining the kind of street manners you would expect from an Eibach setup. 

If you're looking for a substantial step above the typical entry-level leveling shock but don't necessarily need external damping adjusters, the Stage 3R deserves a hard look. 

ICON Stage 3 Suspension System 

Part #: K93113 

Manufacturer Advertised Pricing: $3,270.49 

ICON's Stage 3 is where we start getting into a suspension system built with considerably more aggressive off-road use in mind. 

The kit uses 2.5-inch remote reservoir front coilovers along with 2.5-inch aluminum piggyback reservoir rear shocks. 

What You Get 

ICON uses the front remote reservoirs to increase cooling capacity and improve damping consistency. Out back, the piggyback reservoir design accomplishes the same general goal without requiring a separately mounted reservoir and hose. 

One important distinction with this particular Stage 3 kit is that the shocks are not externally compression adjustable. ICON offers adjustable systems elsewhere in its lineup, but this Stage 3 package relies on ICON's vehicle-specific valving. 

That isn't necessarily a bad thing. 

If you don't want to constantly mess with knobs and settings, there is something to be said for installing a properly tuned suspension and simply driving it. 

Who Is It For? 

The ICON Stage 3 makes a lot of sense for somebody who spends significant time off pavement and wants reservoir shocks at all four corners, serviceability, and a proven off-road-oriented setup without needing external damping adjustments. 

Old Man Emu MT64 

Part #: 5101K 

Manufacturer Advertised Pricing: $2,221.80 

The MT64 is probably one of the more interesting kits in this entire comparison because Old Man Emu took a slightly different approach. 

Instead of going with the 2.5-inch shock size that dominates this category, the MT64 uses a massive 2.8-inch aluminum shock body. ARB designed the system to cover everything from daily commuting to loaded overland travel. 

What You Get 

One thing you'll immediately notice is what's missing: 

External reservoirs. 

Normally that might sound like a disadvantage compared with the rest of this list, but the MT64's extremely large main shock body provides significantly more internal oil volume than a traditional smaller-body shock. 

That larger oil volume helps the shock manage temperature without requiring a separate external reservoir for the type of use OME designed it around. 

The benefit is simplicity. 

There are no reservoir hoses or piggyback assemblies to package around the truck, while you're still getting an enormous shock body designed to manage heat and provide consistent damping over long-distance rough-road driving. 

Who Is It For? 

This is a very interesting setup for the daily driver/overland/touring crowd. 

If your idea of off-roading is spending hours traveling rough forest roads, carrying camping equipment, and putting serious mileage on the truck rather than hammering whoops at speed, the MT64 deserves a serious look. 

TeraFlex / Falcon Sport Tow/Haul Leveling System 

Part #: 05-04-32-400-000 

Manufacturer Advertised Pricing: $2,431.99 

The TeraFlex / Falcon Sport Tow/Haul system is one of the more purpose-built options in this comparison because it is designed around something a lot of F-150 owners actually do: drive the truck unloaded during the week, then tow or haul with it when needed. 

The system uses Falcon monotube front coilovers paired with adjustable rear piggyback reservoir shocks. The front coilovers come assembled with springs and are designed to level the truck, while the rear shocks are where Falcon puts most of the driver-adjustable functionality. 

What You Get 

The rear shocks are really what separate this system from some of the other options here. 

Falcon's 3-position Fast Adjust knob allows you to quickly change rear damping based on how the truck is being used. Instead of having one fixed rear shock tune for every situation, you can change between Sport, Moderate, and Heavy Tow settings without tools. 

That makes a lot of sense on an F-150. 

Maybe Monday through Friday the bed is empty and you're just commuting. Then on the weekend you load the bed or hook up a trailer. 

Rather than being stuck with the same rear damping in both situations, you can increase rear control when the additional weight calls for it. 

The piggyback reservoirs are another important part of the package. They increase the amount of oil available to the rear shocks and help with cooling during repeated suspension cycling. Falcon also gets that additional capacity without using a traditional hose-mounted remote reservoir, keeping the package compact at the rear of the truck. 

For towing and hauling, that combination of extra oil capacity and adjustable damping can be especially useful. Additional damping can help the truck feel more controlled with weight behind it, while the reservoirs help the shocks maintain more consistent performance when they're being worked harder. 

Important Tow/Haul Adjustment Note 

There is one manufacturer warning worth calling out here. 

Falcon specifically states not to use the tow/haul modes while the truck is unloaded. The increased rear stiffness can upset the balance between the front and rear suspension when there isn't enough weight on the truck. 

So this isn't necessarily a case of "firmer is always better." 

Use the appropriate setting for what the truck is actually doing, and never exceed Ford's factory towing or payload ratings. 

Who Is It For? 

The name pretty much gives it away. 

If your F-150 regularly switches between daily-driver duty and towing or hauling, this kit deserves a serious look. 

The big advantage isn't just that the rear shocks are adjustable. It's that the adjustment is simple enough that you're actually likely to use it. 

You don't have to crawl underneath the truck with tools or try to remember a complicated combination of compression settings. Change the rear shocks to the setting that matches what you're doing and go. 

For somebody who tows a camper, boat, car trailer, or regularly changes the amount of weight in the bed, the Falcon Sport Tow/Haul system offers a combination of everyday ride quality, rear reservoir capacity, and easy on-the-fly damping adjustment that is specifically geared toward that kind of use. 

ICON Stage 4 CDCV Suspension System

Part #: K93114

Manufacturer Advertised Pricing: $3,813.89

If you like what the ICON Stage 3 brings to the table but want the ability to actually adjust the suspension, this is where the Stage 4 CDCV comes in.

In a lot of ways, the Stage 4 takes the basic formula of the Stage 3 and adds the feature that some buyers are going to wish the Stage 3 had: external compression adjustment.

You still get 2.5-inch remote reservoir coilovers up front and 2.5-inch aluminum piggyback reservoir shocks in the rear, but now all four shocks are equipped with ICON's CDC Valves.

CDC stands for Compression Damping Control, and each valve gives you 10 compression settings ranging from soft to hard.

That makes the Stage 4 a substantially different suspension system from the Stage 3 even though the basic shock architecture looks similar.

What You Get

• 2.5-inch front coilovers
• Front remote reservoirs
• 2.5-inch aluminum rear shocks
• Rear piggyback reservoirs
• CDC compression adjustment front and rear
• 10 compression settings from soft to hard
• Adjustable front ride height from 0-2.75 inches on applicable trucks
• Vehicle-specific front and rear valving
• Increased wheel travel over stock
• 7/8-inch front coilover shafts
• 6061 aircraft-grade aluminum components
• Fully serviceable shocks
• Bolt-on installation with no cutting or welding required

The biggest reason to step from the Stage 3 into the Stage 4 is obviously the CDC adjustment.

Instead of ICON choosing one compression tune and you living with it, the Stage 4 gives you 10 positions to work with at all four corners.

That gives you considerably more flexibility if the truck doesn't always do the same thing.

You can run a softer setting for normal street driving and then add compression damping when the truck is loaded, towing, or headed off pavement and you want additional body control.

The important distinction compared with something like FOX DSC or Bilstein DSA is how that adjustment works.

ICON's CDC gives you 10 levels of compression adjustment from soft to hard. FOX DSC and Bilstein DSA separate high- and low-speed compression into independently adjustable circuits.

So while all three systems are externally adjustable, they aren't giving you exactly the same type of adjustment.

That's something worth considering when you're comparing what you get for the money.

For someone who wants meaningful adjustability but doesn't necessarily want to independently tune high- and low-speed compression, the simplicity of one 10-position compression adjustment may actually be an advantage.

And unlike some systems where the adjustment is only available on the rear shocks, the Stage 4 gives you CDC adjustment front and rear.

Why the Reservoirs Matter

The Stage 4 also gives you reservoirs at all four corners.

The front coilovers use remote reservoirs, while the rear shocks use piggyback reservoirs.

That additional oil capacity helps the shocks better manage heat during repeated suspension cycling, which becomes increasingly important during extended washboard roads, faster off-road driving, repeated impacts, and other situations where you're continuously working the suspension.

The reservoirs also give ICON somewhere to incorporate the CDC valves themselves.

So in this case, the reservoirs aren't simply adding oil capacity and cooling capability. They're also part of what allows ICON to give the driver external control over compression damping.

Who Is It For?

The Stage 4 makes the most sense for somebody who likes the ICON approach but wants more control over the final ride and handling characteristics than the Stage 3 provides.

If you regularly switch between pavement, towing, loaded driving, and off-road use, having 10 compression settings front and rear gives you a useful amount of adjustability without getting quite as complicated as independently tuning high- and low-speed compression.

It's also worth looking closely at the Stage 4 when comparing value.

The Stage 3 already gives you 2.5-inch reservoir shocks front and rear. Moving to the Stage 4 doesn't completely change the shock architecture — what you're primarily paying extra for is the addition of CDC compression adjustment at all four corners.

If you're actually going to use that adjustment, the Stage 4 may make considerably more sense than buying the Stage 3 and later wishing you had adjustable shocks.

If you're the type of person who is going to find one setting you like and never touch it again, the Stage 3 may still be the better value.

FOX 2.5 Performance Elite Series 

Front Part #: 883-06-199 
Rear Part #: 883-26-122 

Manufacturer Advertised Pricing: $4,565.90 

Now we're getting into the more serious adjustable stuff. 

FOX's Performance Elite Series is a significant jump from the FOX 2.0 systems we discussed in our original suspension article. 

These are 2.5-inch aluminum-body reservoir shocks with FOX's Dual Speed Compression (DSC) adjustment system. 

What You Get 

This is where an adjustable reservoir really starts showing its value. 

FOX's DSC system allows you to independently change high-speed and low-speed compression damping. 

Want more body control while towing without making every pothole brutal? 

You can add low-speed compression while leaving the high-speed circuit softer. 

Going off road and want more resistance against harder impacts? 

You can change the high-speed circuit separately. 

That's a completely different level of tuning compared with a basic soft/medium/firm adjustment. 

The external reservoirs also increase oil capacity and help manage shock temperatures during repeated use. 

Who Is It For? 

Someone who actually wants to tune their suspension. 

If your truck sees everything from daily commuting to towing to aggressive off-road driving and you're willing to spend time learning what the adjustments do, the Performance Elite setup gives you a huge amount of control. 

Old Man Emu BP-51 

Part #: 5201K 

Manufacturer Advertised Pricing: $3,484.60 

The BP-51 is another system that approaches suspension tuning differently. 

"BP" stands for Bypass, and the BP-51 combines a large monotube shock with an internal bypass design, external reservoirs, and independent compression and rebound adjustment. 

Unlike some adjustable shocks where you're only changing compression, the BP-51 gives you external adjustment for both compression and rebound damping. 

What You Get 

Internal bypass technology allows damping characteristics to change depending on the position of the piston within the shock travel. 

In simpler terms, the shock doesn't have to behave exactly the same throughout its entire stroke. 

That allows OME to maintain comfort through the normal driving zone while increasing control as the suspension gets deeper into its travel. 

Then you add external compression and rebound adjustment on top of that. 

This is also an important distinction compared with something like the FOX DSC or Bilstein DSA. Those systems allow you to independently manipulate different areas of compression damping, while the BP-51 gives you adjustment over compression and rebound. 

They're different approaches to giving the driver more control over how the suspension behaves. 

The BP-51's external reservoirs also provide additional oil capacity and help manage heat during extended off-road use. 

Who Is It For? 

The BP-51 is an excellent choice for somebody building a heavier overland-style F-150 or someone who wants a premium suspension that can be tuned around changing vehicle weight and terrain. 

Bumper? Winch? Skid plates? Camping equipment? 

This is exactly where OME's load-specific suspension philosophy starts making a lot of sense. 

Bilstein 8112 / 8100 

Front Part #: 41-326725 & 41-326701 
Standard Rear Part #: 25-316773 
DSA Rear Part #: 25-326857 

Manufacturer Advertised Pricing 

8112/8100 Kit: $3,733.20 

8112 /8100 DSA Kit: $4,137.20 

The Bilstein 8112/8100 setup is one we've been excited to see come to the F-150 because it takes a lot of what people like about the 6112/5160 combination and turns everything up several notches. 

The front 8112 ZoneControl CR assemblies use a 60mm piston and large-diameter shock body with external reservoirs. 

What You Get Up Front 

The 8112 front coilovers themselves are not externally damping adjustable on this application. 

Out back, however, you get a choice. 

Standard Bilstein 8100 Rear 

The standard 8100 is already a very serious rear shock. 

You get: 

The larger shock body and remote reservoir provide substantially more fluid volume than Bilstein's smaller shock offerings, helping the 8100 maintain more consistent performance when you're hammering down rough roads for extended periods. 

For somebody who likes Bilstein's traditionally controlled, digressive feel and doesn't care about adjustment knobs, the standard 8100 makes a lot of sense. 

But then there's the other option. 

Bilstein 8100 DSA Rear 

DSA = Dual Speed Adjustment. 

The DSA version keeps the large 60mm shock architecture and remote reservoir but adds independent adjustment for high-speed and low-speed compression damping. 

Conceptually, this gives you some of the same tuning flexibility we discussed with the FOX DSC system. 

You can adjust the low-speed compression circuit to change how the rear of the truck responds to weight transfer, towing, cornering, and slower suspension movements while independently changing high-speed compression for sharper impacts. 

This is particularly useful on an F-150 that tows. 

Run the truck empty during the week? Back the damping down. 

Hook up a trailer and load the bed Friday afternoon? Add some low-speed compression and get additional control. 

Heading onto rough terrain? Adjust accordingly. 

This is exactly where external damping adjustment stops being something that's simply cool to have and becomes something genuinely useful. 

Who Is It For? 

The Bilstein setup makes a ton of sense for someone who already likes the controlled feeling of the 6112/5160 but wants substantially more heat capacity, damping capability, and off-road performance. 

The standard 8100 keeps things simple. 

The 8100 DSA is the choice for somebody who tows, hauls, or changes terrain regularly and wants the ability to actually tune the rear suspension around those conditions. 

So Which One Should You Buy?

This is where everybody wants us to pick a winner.

And just like our original suspension comparison, there really isn't one suspension system that's going to be the best choice for every F-150.

But there's another part of this conversation that's just as important: What are you actually getting for your money?

Once you're spending this much on suspension, don't look at price by itself. Look at the entire package.

How large are the shocks? Are you getting reservoirs? Are they on the front, rear, or all four corners? Are the shocks adjustable? What kind of adjustment are you actually getting? Are they rebuildable? Is there internal bypass technology? How much oil capacity are you getting? And most importantly, are you paying for features that you'll actually use?

That's where the value equation between these systems gets interesting. A more expensive suspension system isn't automatically a better suspension system, and a less expensive system isn't automatically a budget option.

Sometimes you're paying for additional adjustability. Sometimes you're paying for reservoirs. Sometimes you're paying for a larger shock body, more sophisticated internal damping, serviceability, or simply a different design philosophy.

So rather than picking winners based only on how you use the truck, we think you need to look at use case and what you're actually getting at each price point.

Eibach Stage 3R - A Straightforward 2.5-Inch Package

The Eibach Stage 3R gives you 2.5-inch front coilovers, 2.5-inch rear reservoir shocks, increased rear oil capacity, and Eibach's vehicle-specific tuning.

What you're not getting are front reservoirs or external damping adjustments.

That doesn't make it a bad system. For somebody who wants a quality 2.5-inch setup without adjustment knobs and additional complexity, that simplicity may actually be appealing.

But this is where price becomes important.

When you compare the Eibach against something like the OME MT64, you need to look beyond the fact that the Eibach has rear reservoirs.

The MT64 can give you a larger 2.8-inch shock architecture, substantial internal oil volume, hydraulic top-out control, multiple ride-height positions, and a suspension heavily designed around loaded touring and sustained rough-road performance.

Depending on the current factory-advertised pricing of the two systems, that can make the MT64 extremely hard to ignore from a performance-per-dollar standpoint.

Value Takeaway

A straightforward 2.5-inch system with rear reservoirs, but compare the price carefully against the additional performance technology available from some of the alternatives.

OME MT64 - One of the Value Standouts

If we're talking about how much suspension hardware and technology you're getting for the money, the MT64 may be one of the biggest standouts in this comparison.

It doesn't have external reservoirs, but don't mistake that for a lack of capability.

The 2.8-inch shock body gives OME a large amount of internal fluid volume. You're also getting hydraulic top-out control, multiple front ride-height positions, aluminum construction, and vehicle-specific tuning.

Instead of adding an external reservoir to increase fluid capacity, OME essentially made the shock itself huge.

The tradeoff is external adjustability. You don't get compression or rebound knobs.

For someone who wants a high-performance suspension without needing to adjust it, that can make the MT64 one of the stronger values here.

Value Takeaway

A lot of shock and engineering for the money. This is one of the kits where looking only at whether it has a reservoir doesn't tell the whole story.

Falcon Sport Tow/Haul - Paying for a Feature You'll Actually Use

The Falcon system approaches value differently.

You're getting approximately 2.25 inches of front leveling, 2.3-inch aluminum shock bodies, and adjustable piggyback reservoir rear shocks with tool-free Sport, Moderate, and Heavy Tow settings.

If you never tow and rarely carry weight, some of that functionality may be wasted.

But if your truck regularly goes from unloaded commuter to tow vehicle, that easy rear adjustment could provide more real-world value than a technically more sophisticated feature you never touch.

Value Takeaway

One of the most purpose-driven packages here. For a truck that regularly tows or hauls, you're paying for a feature that is simple enough to actually use.

ICON Stage 3 - Reservoir Performance Without the Adjusters

The ICON Stage 3 gives you something several of the less expensive systems don't: 2.5-inch reservoir shocks at all four corners.

You get remote reservoirs up front and piggyback reservoirs in the rear, but no external damping adjustment.

You're paying for cooling capacity, increased fluid volume, serviceability, wheel-travel capability, and ICON's vehicle-specific tuning rather than adjustment knobs.

For somebody doing sustained off-road driving who doesn't care about tuning shocks, that can make sense.

Value Takeaway

A serious reservoir setup front and rear without the additional cost or complexity of external adjusters.

ICON Stage 4 CDCV - The Stage 3 With the Missing Piece

The Stage 4 makes the value comparison with ICON much more interesting.

The basic formula is similar to the Stage 3: 2.5-inch front remote reservoir coilovers and 2.5-inch rear piggyback reservoir shocks.

But now all four shocks get ICON's CDC compression adjustment with 10 settings from soft to hard.

That means the extra money between Stage 3 and Stage 4 is buying you something very tangible: external compression adjustment at all four corners.

This also gives ICON a much stronger position against the adjustable systems from FOX, OME, and Bilstein.

It isn't as granular as FOX DSC or Bilstein DSA because you aren't independently adjusting high- and low-speed compression. And it isn't doing what the BP-51 does with independent compression and rebound adjustment.

But that's not necessarily a disadvantage.

For a lot of owners, one adjustment that takes the shock from softer to firmer may be considerably easier to understand and actually use.

Value Takeaway

If you're already considering the ICON Stage 3, compare the price difference to the Stage 4 very carefully. If the additional cost makes sense for your budget, getting 10-position compression adjustment at all four corners may make the Stage 4 the better long-term purchase.

If you know you'll never adjust the shocks, save the money and stick with Stage 3.

OME BP-51 - A Lot of Technology for the Money

The BP-51 isn't simply a large shock with a reservoir.

You're getting internal bypass technology, external reservoirs, adjustable compression damping, adjustable rebound damping, aluminum construction, and OME's load-specific suspension philosophy.

That's a substantial amount of technology in one system.

The BP-51 gives you control over compression and rebound, while its internal bypass system also changes damping characteristics based on piston position within the shock travel.

Value Takeaway

One of the most technology-heavy systems in the comparison. For an overland truck, heavier build, or owner who will actually tune the suspension, there's a lot here for the money.

Bilstein 8112 / 8100 - Two Different Value Propositions

The Bilstein setup really needs to be viewed as two different packages.

With the 8112 front and standard 8100 rear, you're getting large 60mm shock architecture, external reservoirs front and rear, Bilstein's digressive tuning, position-sensitive front damping, and substantial fluid capacity without external adjustment.

Then you have the 8100 DSA rear.

That adds independent high- and low-speed compression adjustment to the rear shocks.

If you're never going to touch the adjusters, the standard 8100 makes more sense.

If you're going to use them to compensate for towing, payload, and changing terrain, DSA becomes much easier to justify.

Value Takeaway

The standard setup gives you serious hardware without complication. DSA costs more, but that extra money buys you meaningful rear tuning capability.

FOX Performance Elite - Premium Price, Premium Adjustability

FOX sits toward the premium end of this comparison, but you're also getting 2.5-inch aluminum shocks, reservoirs, serviceability, and Dual Speed Compression adjustment.

Unlike ICON CDC, FOX DSC allows you to independently adjust high- and low-speed compression.

That gives you more detailed control, but it also requires the owner to understand what those adjustments are doing.

If you're never going to touch the DSC adjusters, there are systems here that may give you better value.

If you want to tune the truck differently for pavement, towing, desert roads, washboard, and harder off-road use, that additional capability can justify the price.

Value Takeaway

One of the more expensive choices, but you're getting independent high- and low-speed compression adjustment front and rear. The value is there for the person who will actually use it.

We think price absolutely needs to be part of this conversation. 

But it should never be the only part of the conversation. 

Don't assume that spending another $1,000 automatically gets you another $1,000 worth of performance for the way you use your truck. 

At the same time, don't assume the least expensive kit is the best value just because it costs less. 

Look at the complete package: 

Shock size. Oil capacity. Reservoirs. Adjustability. Internal technology. Serviceability. Ride-height capability. Intended use. And finally, price. 

Then ask yourself how many of those features you're actually going to use. 

That's where the real value is. 

For one customer, spending more on FOX DSC adjustment at all four corners could be completely worth it. 

For another, the MT64 may deliver more usable suspension performance for less money. 

And for somebody who spends every weekend pulling a camper, the Falcon's simple rear tow/haul adjustment may be worth more than either of them. 

The best value isn't necessarily the cheapest suspension or the most expensive suspension. It's the system that gives you the most useful capability for the money you're spending. 

Do You Actually Need Reservoirs? 

"Need" is probably the wrong word. 

If your F-150 spends its entire life commuting to work and occasionally driving down a maintained dirt road, you probably aren't going to overheat a quality non-reservoir shock. 

But that's also not really who most of these suspension systems are designed for. 

Once you're repeatedly cycling the suspension, adding weight, towing, running washboard roads, or driving faster off pavement, the extra oil capacity and improved heat management of a reservoir shock becomes increasingly valuable. 

The harder you work a shock, the more sense the reservoir makes. 

And on the rear of the F-150 specifically, we are big fans of reservoir shocks. The rear suspension on these trucks can feel loose and under-controlled from the factory. A quality large-body rear reservoir shock can make a noticeable difference in how planted and controlled the truck feels, particularly on repeated rough surfaces and when weight is added. 

At the same time, don't automatically rule out a shock just because it doesn't have a reservoir. 

The OME MT64 is the perfect example. Its massive shock body provides additional internal oil capacity without requiring an external reservoir. It's a different way of attacking the same general problem. 

Do You Need Adjustable Shocks? 

This is another "it depends." 

If you're the type of person who is going to install the shocks, set every knob in the middle, and never touch them again, you probably don't need to pay extra just to have adjustment knobs. 

A properly valved non-adjustable shock can work extremely well. But if your truck changes jobs regularly, adjustability starts making a lot more sense. A truck that is empty Monday morning may have hundreds of pounds of gear in it Saturday. A truck that drives pavement all week may spend Sunday running washboard roads. A truck that normally isn't towing may suddenly have a large trailer hooked behind it. 

Those are situations where external adjustment can actually be useful instead of simply being another feature on the spec sheet. It's also important to look at what you're actually adjusting. 

• A Falcon rear shock with quick settings is designed to make changes simple and fast.
• FOX DSC and Bilstein DSA give you more detailed control by separating high- and low-speed compression damping.
• OME's BP-51 goes another direction by allowing you to adjust compression and rebound independently. 

More adjustment isn't automatically better. The best system is the one that gives you the level of control you'll actually use. 

What About Upper Control Arms? 

One question that always comes up when talking about leveling an F-150 is: 

Do I need upper control arms? 

The answer isn't automatically yes. 

Any time you increase the front ride height of an independent-front-suspension truck like the F-150, you're changing the operating angles of the front suspension. As lift height increases, things like alignment, caster, ball-joint angle, clearance, and available suspension travel can all become considerations. 

That doesn't mean every suspension kit in this comparison requires aftermarket upper control arms. 

Some manufacturers specifically offer their suspension systems both with and without upgraded UCAs, while others state that their systems can be used with the factory arms. There can also be differences depending on model year, engine, trim, actual ride height, wheel and tire combination, and how the coilovers are adjusted. 

But there is an important difference between what the suspension manufacturer technically requires and what we recommend based on our experience with these trucks. 

Our Recommendation: Over 2 Inches of Front Lift = Upgrade the UCAs 

Even if the suspension manufacturer does not specifically require aftermarket upper control arms, if you are setting your F-150 up with more than 2 inches of front lift, we strongly recommend replacing the factory upper control arms with a quality aftermarket set. 

Can you run more than 2 inches of front lift on the factory UCAs? 

Yes. Plenty of people do. 

But just because you can doesn't necessarily mean it's the setup we recommend. 

Once you start pushing the front suspension beyond roughly 2 inches of lift, the factory upper control arm and ball joint begin operating at more aggressive angles. Depending on the setup, this can reduce available down travel, increase the possibility of ball-joint bind at droop, make achieving the desired alignment more difficult, and potentially contribute to premature wear. 

This becomes even more important on trucks that regularly see off-road use, where the suspension is actually cycling through more of its available travel. 

A quality aftermarket UCA designed for a lifted F-150 can help provide: 

Our general rule of thumb is pretty simple: 

If you're staying at or below approximately 2 inches of front lift, the factory upper control arms may be perfectly acceptable depending on your setup and how you use the truck. 

If you're going over 2 inches of front lift, we strongly recommend upgrading the UCAs. 

That applies even if the suspension manufacturer doesn't specifically list aftermarket UCAs as a required component. 

Manufacturer Requirements vs. Our Recommendation 

This distinction is important with several of the suspension systems we've covered in this article. 

For example, ARB offers configurations of the MT64 and BP-51 systems both with and without their aftermarket upper control arms. That tells us an aftermarket UCA isn't universally required just to install those suspension systems. 

But if you're setting one of those systems up for more than 2 inches of front lift, our recommendation is still to upgrade the UCAs. 

ICON is another good example of why you need to pay attention to more than simply whether a UCA is required. The K93113 Stage 3 system can be used with certain UCA configurations, but ICON specifically notes compatibility considerations with some of its upper control arm designs. 

In other words, don't assume that because an aftermarket UCA is designed for an F-150 — or even because it's made by the same company as your suspension — that it's automatically the correct UCA for your particular setup. 

The suspension, ride height, UCA design, wheel offset, backspacing, tire size, and intended use all need to work together. 

And regardless of which suspension or UCA combination you choose, we recommend having the truck professionally aligned after installation. 

Want to Know More About Upper Control Arms? 

We've already done an entire write-up dedicated specifically to F-150 upper control arms because there's a lot more to this subject than simply asking whether you "need" them. 

Check it out here: 

Upper Control Arms Explained: The Good, the Bad, and the "It Depends" — The F-150 Edition 

In that article, we go deeper into lift height, suspension geometry, ball-joint angles, down travel, alignment, wheel and tire clearance, and some of the different UCA designs available for the F-150. 

The biggest takeaway is this: 

Don't buy upper control arms simply because somebody on the internet told you that every leveled F-150 needs them. At the same time, don't assume the factory arms are the best choice just because the suspension manufacturer doesn't technically require you to replace them. 

Look at the entire setup and how you're actually going to use the truck. 

And if you're going over 2 inches of front lift, our recommendation is to upgrade the factory UCAs. 

Final Thoughts

There are more legitimately good F-150 suspension choices today than we've ever had before. That's good news. It's also what makes picking one so difficult.

• The Eibach Stage 3R gives you a straightforward jump into 2.5-inch suspension with rear reservoirs.
• The OME MT64 takes a different approach with its massive shock architecture, large internal oil volume, and a surprising amount of performance technology for the money.
• Falcon puts useful rear adjustability exactly where towing and hauling customers can take advantage of it.
• The ICON Stage 3 gives you a proven 2.5-inch reservoir system front and rear without requiring you to mess with adjusters.
• The ICON Stage 4 takes that same general formula and adds 10-position CDC compression adjustment at all four corners, making it a much stronger option for somebody who wants adjustable suspension without independently tuning multiple damping circuits.
• OME's BP-51 brings internal bypass technology along with independent compression and rebound adjustment.
• FOX gives you a premium four-corner reservoir package with independent high- and low-speed compression adjustment.
• And Bilstein's 8112/8100 combination gives you massive 60mm shock architecture and the option of stepping into DSA-adjustable rear shocks.

That's why we don't think you should choose any of these systems by price alone.

At these price points, look at what you're actually getting for the money.

Shock size. Oil capacity. Reservoirs. Where those reservoirs are located. Adjustability. What type of adjustability you're getting. Internal technology. Serviceability. Ride-height capability. Intended use. And finally, price.

More expensive doesn't automatically mean better.

More features don't automatically mean better either.

The MT64 may give one owner considerably more usable performance for their money than a more expensive reservoir system.

The Falcon may be worth every penny to someone who tows every weekend because they'll actually use the rear adjustment.

The ICON Stage 4 may make more sense than the Stage 3 for somebody who knows they'll use the CDC adjustment.

And FOX's additional tuning capability may absolutely justify its price for somebody who understands and uses DSC.

The best value isn't necessarily the cheapest suspension or the most expensive suspension.

It's the suspension that gives you the most useful capability for the money you're spending.

Figure out what your truck actually does, decide which features you'll actually use, and then compare what each manufacturer is giving you at that price point.

That's going to tell you a lot more than the logo on the reservoir.

This is a lot to digest, but we hope this helps folks out with making their own educated decision on what is the best fit for them. But as always, we over at Hotshot Offroad are always more then happy to help dial in the right kit for you when you are ready. And we always appreciate the support. 

-Hotshot Offroad