f150
The Best Shocks for the 2021-2026 Ford F150 (Comparison in 2026)
Posted by Sean Reyes on
Shock Surplus · Buyer's Guide The 2021-2026 F-150 covers more ground than any truck in the Shock Surplus lineup - the 2.7 EcoBoost commuter, the PowerBoost that tows every weekend, the leveled XLT that hits trails on the weekend, and the Tremor for serious enthusiast that love the wilderness. One shock doesn't answer all of that. We've had multiple F-150s through the shop, including Steve's PowerBoost, which has run Eibach Pro-Truck Stage 2R and 3R as a daily driver and tow rig, and we've pulled apart enough shocks to know exactly what's happening inside them, not just what the spec sheet says. Here's an honest breakdown of every option worth considering, from the factory units up to the Fox 3.2 Internal Bypass, based on real miles driven by the Shock Surplus team.
There's a couple surprising findings that outside the norm when compared to past reviews, namely the Bilstein 6112 review and the Fox 2.0 review. Both shock packages didn't follow the trend we usually saw from the Brands, specifically that the 6112 package was way more comfortable than expected out of a Bilstein damper, and Fox's 2.0 shock - which is typically well suited for offroad use - really lacked in the damping department and left us regretting the terrain choices offroad.
Shock Surplus · Product Comparison Find YourThere's a couple surprising findings that outside the norm when compared to past reviews, namely the Bilstein 6112 review and the Fox 2.0 review. Both shock packages didn't follow the trend we usually saw from the Brands, specifically that the 6112 package was way more comfortable than expected out of a Bilstein damper, and Fox's 2.0 shock - which is typically well suited for offroad use - really lacked in the damping department and left us regretting the terrain choices offroad.
Perfect Shock Honest side-by-side breakdown of every major tier. Toggle any shock to add or remove it from the comparison — up to 4 at a time.
Compare
Products
Products
OEM / Factory Stock Shocks Factory Baseline OEM
Performance
Road Comfort Daily drive smoothness — pavement, highways, broken asphalt
Trail Comfort Desert washes, forest roads, rock trails, technical terrain
Handling & Control Body roll reduction, cornering stability, responsiveness
Haul & Tow Stability under load, sway control, trailer confidence
High Speed Offroad Traction and handling in high speed dirt use
Specs & Materials
Shock Design Internal construction type & bore
Twin-Tube (OEM)
Monotube (46mm)
Monotube (60mm) + Zone Control
Monotube (Coilover)
2.0" IFP Monotube
2.5" IFP Monotube
2.5" Coilover, DSC Reservoir
3.2" Internal Bypass
2.5" Coilover + Reservoir
2.5" Coilover + Remote Reservoir
2.8" / 64mm Piston Monotube
Internal Bypass (51mm) + Reservoir
Body Material Outer body construction and finish
Steel / Painted
Steel / Zinc Plated
Steel / Zinc Plated
Steel / Zinc Plated
Aluminum / Clear Anodize
Aluminum / Clear Anodize
Aluminum / Clear Anodize
Aluminum / Clear Anodize
Steel / Clear Coat
Aluminum / Clear Anodize
Aluminum
Aluminum
Cost & Value
Price Point Relative investment tier — see scale below
Ideal Use Case
Best For Primary recommended applications
Honest Take What we actually tell customers
Gets the job done at the speeds Ford intended. Most customers don't realize what they've been missing until they swap these out.
The no-explanation-needed answer for most F-150 owners. Leveled truck, occasional trail, regular towing — the 5100 covers all of it without drama. Our default recommendation for daily drivers and towers.
The 2.6-inch body has 30% more damping ability than the 5100 series, leading to an easier time at all speeds. Handling is the standout here. The 6112 feels planted where the 5100 floats — if you drive your truck like a truck, through corners, on trails, with purpose, this is the step up.
The 'Goldilocks Shock' — not the softest, not the firmest, tuned for an OEM+ feel that's genuinely better than stock in every direction. Steve runs the Stage 2R on his own PowerBoost for daily driving and light towing.
The softest, most plush shock in the lineup on smooth pavement. Linear valving doesn't tighten up under trailer weight, so we don't recommend it for regular heavy towing. If daily highway comfort is the only priority, this is the shock.
The step up from the 2.0 that most people actually need. The larger 2.5" body adds real heat capacity for sustained trail days without the cost of a remote reservoir. The best value jump in the Fox lineup.
DSC EVO makes this versatile from daily to desert with a real-time damping range. Best handling at the limit of anything in this tier. Upgrade the bump stops immediately — the factory units aren't matched to this travel.
Internal Bypass means Fox uses a sleeve with precision-drilled ports — oil bypasses the main piston until the shock nears end of travel, so you get plush mid-stroke compliance and progressive resistance near the limits. At 35+ mph over rough dirt, nothing else in this lineup compares.
The Cadillac of the lineup. The reservoir dramatically increases heat capacity and oil volume, so King holds its character over long trail days where a non-reservoir shock fades. Best all-rounder at this price point.
We haven't run this one through our own head-to-head loop on the 14th-gen F-150 the way we have Bilstein, Eibach, and Fox — take this as an engineering rundown, not a seat-time verdict. Icon's digressive valving is built around the same idea as Bilstein's: control that firms up as inputs get bigger. Pairs well with Icon's Delta Joint UCAs past 2.5" of lift. Talk to our team before you buy.
We didn't expect the MT64 to shine the way it does. More travel than most shocks in this tier, and it absorbs repetitive chop without fatiguing you over a full day of driving. OME's most well-rounded mid-tier pick.
OME's flagship, and it earns the price. Full compression and rebound adjustment plus internal bypass tuning means the BP-51 covers unloaded daily driving and a fully loaded overland rig without a shock swap in between. The most well-rounded shock in this entire lineup.
Standard Rating
Best in Class
Adequate / Limited
Price Scale
Under $400
$400–$700
$700–$1,200
$1,200–$2,000
$2,000+
Every Option Explained Every Shock, Broken Down What you need to know before you buy
OEM / Factory Stock Shocks Factory Baseline — Where Everyone Starts OEM
The factory shocks are built to a price point and a liability standard, not a performance standard. They're adequate. On smooth highways at stock height and stock tire size, you won't complain. Put 35s on a leveled truck and start driving it the way it was meant to be driven — they fall apart fast. This is your baseline. Everything below is an upgrade.
DesignTwin-Tube (OEM)
Price RangeIncluded w/ Truck
Road Comfort3 / 5
High Speed Offroad1 / 5
The 5100 is the no-explanation-needed answer for most F-150 owners. Leveled truck, occasional trail, regular towing — this shock covers all of it without drama. Bilstein's digressive valving firms up as inputs get bigger, which is exactly what you want for sway control under a trailer and stability on the highway. It's not a performance shock. It's a better-than-stock shock that does exactly what most owners actually need.
DesignMonotube (46mm)
Price Range$350 – $550
Haul & Tow5 / 5 — Best
Handling4 / 5
The 2.6-inch body has 30% more damping ability than the 5100 series, leading to an easier time at all speeds. Handling is the standout here. If you drive your truck like a truck — through corners, on trails, with purpose — the 6112 feels planted where the 5100 floats. Zone Control valving keeps the coilover composed at normal ride height while still firming up right when a rough trail asks more of it.
DesignMonotube (60mm) + Zone Control
Price Range$700 – $1,000
Handling5 / 5 — Best
Trail Comfort4 / 5
The Eibach is what we call the "Goldilocks Shock" — not the softest, not the firmest, but tuned for an OEM+ feel that's genuinely better than stock without being a compromise in either direction. Steve runs the Stage 2R on his PowerBoost for daily driving and light towing. It has more small-bump compliance than Bilstein, a tighter feel than Fox, and Eibach's spring matching means the front and rear are actually designed to work together.
DesignMonotube (Coilover)
Price Range$800 – $1,200
Road Comfort5 / 5 — Best
Handling4 / 5
Fox's linear valving is what makes the 2.0 feel so different from Bilstein on the road. Where Bilstein firms up as inputs get bigger, Fox stays consistent - soft on small bumps, soft on big bumps. On pavement and moderate washboard that's a genuine luxury. The tradeoff is predictability under load — we don't recommend it for regular heavy towing. If you're driving an unladen F-150 down a highway every day and want the smoothest possible ride, the 2.0 wins.
Design2.0" IFP Monotube
Price Range$300 – $500
Road Comfort5 / 5 — Best
Haul & Tow2 / 5
The step up from the 2.0 that most people actually need. The larger 2.5" body adds real heat capacity for sustained trail days without the cost of a remote reservoir or adjuster. It keeps Fox's comfortable, linear feel but more support to heavier trucks through increased damping of the larger piston. The best value jump in the Fox lineup if you want more than a daily-driver shock but aren't ready to spend reservoir money.
Design2.5" IFP Monotube
Price Range$750 – $1,050
Trail Comfort4 / 5
Handling4 / 5
The 2.5 PE is Fox's answer for the driver who wants more than comfort - they want control. The DSC EVO adjuster gives real-time access to a wide damping range: soft enough for a daily commute, firm enough for a desert run. The 2.5-inch body handles heat better than the 2.0 on sustained trail use, and Fox's coilover architecture gives proper height adjustment without the compromise of a strut spacer.
Design2.5" Coilover, DSC Reservoir
Price Range$1,200 – $1,600
Handling5 / 5 — Best
High Speed Offroad4 / 5
Internal Bypass means Fox uses a sleeve with precision-drilled bypass ports - oil bypasses the main piston until the shock approaches end of travel, delivering plush compliance through mid-stroke and progressive resistance near the limits. At high speeds over big terrain, the difference is immediately felt. The 3.2" body diameter means significantly more heat capacity than the 2.5. At 35+ mph over rough dirt, nothing else in this guide compares. At $5,600+, the commitment is real - and so is the result.
Design3.2" Internal Bypass
Price Range$2,600+
High Speed Offroad5 / 5 — Best
Trail Comfort5 / 5 — Best
King's reputation is built on the 2.5 OEM Series — a shock that feels planted and precise without being harsh. The reservoir dramatically increases heat capacity and oil volume compared to a non-reservoir 2.5, so King maintains its character over long trail days where a non-reservoir shock fades. The single-speed compression adjuster is genuinely useful — dial between a plush daily setting and a firmer trail/tow setting in under a minute without tools. For overlanders running constant load and heavy towers, King is the move.
Design2.5" Coilover + Reservoir
Price Range$1,800 – $2,400
Road Comfort5 / 5 — Best
Trail Comfort4 / 5
We haven't put this one through our own head-to-head loop on the 14th-gen F-150 yet the same way we have Bilstein, Eibach, and Fox - so take this as an engineering rundown, not a seat-time verdict. Icon's hybrid-digressive valving and remote reservoir are built around the same idea as the Bilstein lineup: control that softens up as inputs get bigger, firm control under normal loads and inputs (steering, braking). Pairs well with Icon's Delta Joint UCAs if you're going past 2.5" of lift. Talk to our team before you buy - we'll tell you honestly whether it's the right call for your build.
Design2.5" Coilover + Remote Reservoir
Price Range$1,600 – $2,200
Trail Comfort5 / 5 — Best
High Speed Offroad4 / 5
We didn't expect the MT64 to shine the way it does. Old Man Emu builds shocks for touring rigs - overlanding-focused, comfort-priority, built for sustained mileage on rough roads rather than outright performance. What surprised us was how much travel the MT64 provides for the price, and how well it absorbs repetitive chop without fatiguing you over a full day of driving. It won't keep up with the reservoir guys at the highest speeds, but it will tow as confidently as the Bilstein 5100. But for the overlander who wants to cover ground comfortably without breaking the bank, the MT64 is a genuinely good value.
Design2.8" / 64mm Piston Monotube
Price Range$900 – $1,400
Road Comfort4 / 5
Trail Comfort4 / 5
OME's flagship, and it earns the price. Full compression and rebound adjustment plus internal bypass tuning means the BP-51 covers unloaded daily driving and a fully loaded overland rig without a shock swap in between. It's not cheap, and it's not necessary if you're only leveling the truck for looks - but if you actually load this thing up for a trip and then drive it empty to work Monday, the BP-51 is built for exactly that swing. The most well-rounded shock in this entire lineup — there just isn't a use case it's bad at.
DesignInternal Bypass (51mm) + Reservoir
Price Range$3,200 – $3,800
Haul & Tow5 / 5 — Best
Handling5 / 5 — Best
Common Questions Frequently Asked Questions Straight answers from the guys who work on these trucks
It depends on how you use the truck. For a leveled daily driver that tows on weekends, the Bilstein 5100 is the default answer. For maximum road comfort, the Fox 2.0 wins. For trail use with adjustability, the Fox 2.5 Performance Elite is the driver's choice. King 2.5 is the comfort-first pick for overlanding, and the OME BP-51 is the most well-rounded shock in the lineup if budget allows. For outright high-speed off-road capability, the Fox 3.2 Internal Bypass leads the group.
If you're running a strut spacer (puck-style), you can keep the factory shocks short-term, but you're sacrificing droop travel and the factory valving isn't matched to the new geometry. If you're running adjustable-height leveling struts or coilovers, you're replacing the front shocks by definition. Either way, match the shock to your actual use case instead of just chasing ride height.
Valving. Bilstein uses digressive valving, which firms up as inputs get bigger — better for tow sway control and cornering. Fox uses linear valving, which stays consistent through the stroke — softer and more compliant on small bumps, but it doesn't tighten up under load. Bilstein for tow control and handling. Fox for daily comfort.
The Bilstein 5100 is the entry-level answer — digressive valving controls the rebound cycle under trailer weight better than anything else at its price. For heavier or more variable loads, the King 2.5 with its compression adjuster or the OME BP-51 with full compression/rebound adjustment give you more room to dial in the setup. Avoid the Fox 2.0 for regular heavy towing — its linear valving doesn't firm up when you need it to.
Most F-150 owners get somewhere between 50,000 and 100,000 miles out of factory shocks, though it varies with driving conditions — heavier towing, rough roads, and higher mileage all shorten that window. Watch for a bouncier ride, visible fluid leaking from the shock body, nose-dive under braking, or uneven tire wear. Any of those is a sign it's time, regardless of the odometer.
At lifts under 2 inches, UCAs generally aren't required. Past 2.5 to 3 inches, they become important for correcting caster angle and protecting ball joints from binding at the new ride height. If you're building toward a 3-inch-plus setup with a coilover like the Fox 3.2 IBP or Icon 2.5 Series, budget for UCAs from the start.
At 35s with real trail use, step up to a 2.5-inch body minimum — the Fox 2.5 Performance Elite, King 2.5, Icon 2.5 Series, or OME BP-51. The added unsprung mass from bigger tires amplifies harshness on anything smaller. For pavement-only use with 35s, the Bilstein 5100 still holds up fine.
The Fox 2.5 PE has the DSC EVO adjuster for fast damping changes between daily driving and trail use, and it has the edge in outright handling. The King 2.5 is tuned for comfort first and uses a reservoir for better heat management on long trail days. Fox for the driver's shock. King for comfort and load management.
You can replace just the rears, but the improvement will feel incomplete — the front and rear are valved to work together, and mismatched shocks change the truck's balance under braking and cornering. If budget is limited, prioritize the fronts first. For a balanced improvement, do all four in the same family.
Under the Magnuson-Moss Warranty Act, a dealer can't void your entire warranty just because you installed aftermarket suspension. Suspension mods do attract more scrutiny during a warranty claim, so be aware of that going in, but aftermarket shocks shouldn't affect coverage on unrelated components. This isn't legal advice — if you're worried about a specific claim, talk to your dealer directly.
All five are premium, reservoir-equipped shocks aimed at owners pushing past daily driving. The Fox 2.5 Performance Elite is the most adjustable on the fly with its DSC EVO dial. The Fox 3.2 Internal Bypass is the outright high-speed desert leader, using position-sensitive bypass ports for progressive resistance near the limits of travel. The King 2.5 is the comfort-first pick with a simple compression adjuster. Icon's 2.5 Series is built around digressive valving similar to Bilstein's approach, aimed at heavier, lifted builds. The OME BP-51 is the most well-rounded of the group, with full compression and rebound adjustment that covers unloaded daily driving and a loaded overland rig without a shock swap in between.
