Being in the heart of custom country here in Southern California, we are fortunate to have access to every type of build available—and even more fortunate to be very good friends with some of the most creative and innovative custom shops in the country, which build show-quality vehicles and SEMA-worthy trucks.
So when Truckin went looking for a project to cover, our longtime collaborator, LGE-CTS, just so happened to have a ’17 F-250 Super Duty that had just come off the dealer lot to be blown apart and customized with only a few hundred miles on the odometer. By the time we arrived in San Dimas, the crew had already started the teardown, as this truck was slated for a lengthy build schedule that included a lift, a grille and bumper swap, interior upgrades, a custom wheel and tire package, and custom Baja Forged fenders from LGE-CTS.
The aforementioned fiberglass fender and bedside portion of this project will be covered in a future issue, but this article will focus on the Icon Vehicle Dynamics lift, which includes a lift courtesy of ’05-and-up 2.5-inch coilovers with reservoirs (61720C), a ’17-and-up adjustable track bar kit (PN 64038), an ’05-and-up dual front stabilizer kit (65000), ’05-and-up 4.5-inch front reservoir shocks (67710CP), and ’99-and-up 2.0 aluminum series reservoir rear shocks (36508R)—all from Icon. The wheels and tires came in the form of 20x12 S.O.T.A. Offroad Novakane 8s in the Death Metal finish along with 38/15.50R20 Nitto Trail Grappler M/Ts. Follow along as the LGE-CTS crew makes quick work of the installation and check out LGE-CTS for an Icon lift for your truck.
| When Truckin arrived at LGE-CTS, this ’17 F-250 Super Duty had already been prepped, and the boring stuff was already out of the way. The front and rear bumper had been removed, as well as the grille. A winch was planned for the build, so the mounting plate was already mocked up as seen here.
| Here are all the parts laid out. This was not a traditional kit, but it was the collection of parts Icon Vehicle Dynamics had recommended for this kind of lift: 2.5-inch coilovers with reservoirs, adjustable track bar kit, a dual front stabilizer kit, and 4.5-inch rear reservoir shocks.
| Our tech, Anthony, was waiting to dismantle the front suspension for the coilover install and wasted no time. He started by unbolting and removing the front shock.
| The sway bar end links had to be disconnected to lower the axle far enough for the coilovers. The nut was removed, and the link itself was also removed.
| The axle now had enough room to droop down far enough so the coil spring could be removed. Since it was going to be replaced by the coilover, its last resting place was the scrap heap.
| In anticipation of the new track bar being installed, the factory bar was unbolted from its original location and removed. Just like the coil springs, it was headed for the scrap heap.
| A small amount of modifying needed to take place before the coilovers could be installed. The inner fender covers were removed to protect them and a sawzall was employed to cut off the coil spring centering cup. Once the sawzall comes out, there is no turning back!
| While the centering cup was no match for the sawzall, the cutting process left some rough edges and some ugly gouges. They were quickly smoothed out with the use of a disc sander and painted to prevent rust.
| In order to mount the coilovers, we needed to drill some mounting holes. The reservoir bracket was used as a template per Icon’s suggestion, and we drilled three holes. Before the coilover could be installed, the reservoir bracket would be placed on top and the two would be bolted together.
| It was now time to install the coilover using the supplied hardware. We first aligned the reservoir bracket atop the coilover and then bolted in the three upper bolts, leaving it loose for the time being. Then, with the help of a floor jack, we lifted the axle and were able to locate the lower mounting point. We then tightened down the mounting hardware and torqued it to spec.
| With the coilover bolted in top and bottom, the 4.5-inch front reservoir shocks bolted into the factory location with little resistance. Now that we had our spacing figured out, we were able to swing up the reservoirs on their respective brackets and, using the supplied ring clamps, they were secured.
| Earlier, we unbolted the upper mount of the factory track bar from the frame bracket, so we were halfway there. We then unbolted the lower mounting point from the ball joint taper on the axle. When placed next to each other, the difference can be clearly seen. We had to adjust the bar slightly, but installation was just as easy as removal, and the new Icon bar bolted right back in.
| Here, we have our completed dual stabilizer kit, consisting of that beefy center bracket and dual stabilizer shocks. This whole shootin’ match would mount to the front diff using the two front cover bolts and to the axle on the passenger side using a U-bolt.
| What can barely be seen here is the passenger side being mounted to the axle with the supplied U-bolt from the kit. The driver side has already been mounted to the diff, using the two cover bolts we removed.
| Now it was time to mount the stabilizer shocks to the center mount, leaving them loose to be mounted to the tie rod. The rod mounts consist of two square-shaped (but concave on the back) mounts that bolt together on the tie rod. Bolts are then threaded through the end of the steering shocks and into the sandwiched plate mounts. We tightened up both sides and were done!
| Moving onto the rear, we still had to swap out the shocks for the Icon-sourced 2.0 aluminum series reservoir rear shocks. We started by lifting the truck slightly with the two-post lift. Then we removed the upper and lower bolts of the rear shocks.
| The rear shocks were definitely upgrades from the stockers, with their remote reservoir attached to the shock body, but they occupy the same space, so they slid right into the factory mounting locations.
| We took this opportunity to tighten up the rear shocks, and while it was in the air, we went around and double-checked our work to see if all the nuts and bolts were torqued to spec before dropping the truck on the ground.
| This is as far as we go for this installment. Our LGE-CTS ’17 Super Duty will be going through another round of upgrades, but our day has ended and we’ll pick it up at a later date.
| The wheels and tires are 20x12 S.O.T.A. Offroad Novakane 8s in the Death Metal finish and 38/15.50R20 Nitto Trail Grappler M/Ts. They were a great addition to the finished Super Duty.
| After a lot more work, this is the final product from LGE-CTS. We know how the stance was achieved, but check back in a couple of months for the production and installation of those Baja Forged fenders and bedsides!