Carli Suspension Torsion Sway Bar Kit | Custom Torsion Bar + Hard-Anodized Billet Brackets | Extended End Links | 17-4 Stainless Ball Stud + FK Heim Axle Joint | For 2.5" Carli Leveling Systems | 2011–2016 Ford F-250 / F-350 4WD | SKU: CS-FTSB-LVL-11

Verified Fitment

Does NOT fit:

• 2017 and newer Ford F-250/F-350 — different front suspension geometry; different Carli torsion sway bar kit required
• 2010 and earlier Ford F-250/F-350 — different platform
• Ford F-250/F-350 2WD — 4WD solid front axle only
• Ford F-150 — different suspension architecture
• Non-Carli leveling systems — the extended end links are specific to the 2.5" lift height produced by Carli leveling coils; installing this sway bar on a non-Carli lift or at a different ride height produces incorrect end link geometry

Lift height note — 2.5" and 4.5" compatibility: Carli's own instruction document is titled "CS-FTSB-LVL45-11" — confirming this sway bar kit is also compatible with Carli's 4.5" lift applications for 2011–2016. The SKU name references 2.5" but the extended end links work across both Carli 2.5" and 4.5" lift configurations for this platform. Confirm your specific lift height with Carli or text (469) 407-7538 before ordering if running 4.5" of lift.

Component Specifications

Why the factory sway bar is the problem on a lifted Super Duty: The factory sway bar on the 2011–2016 F-250/F-350 is calibrated to handle the truck at maximum legal gross vehicle weight. At full load, this spring rate keeps the body composed and prevents dangerous body roll in a 10,000+ lb truck. For the majority of owners who are not loaded to GVWR daily, that same spring rate is far too rigid for daily driving — Carli describes it as "essentially a brace locking the axle to the frame." Every small road imperfection on one side of the truck is immediately transferred through the sway bar to the other side, creating the chassis chatter and cab shake that lifted Super Duty owners commonly experience on pavement. The manhole cover impact that shakes the entire truck. The off-camber driveway that jolts the head toward the window. All of it originates at the factory sway bar.

The Carli torsion bar solution: Rather than a conventional sway bar end-link replacement or a simple rate reduction, Carli designed a full torsion-bar sway bar replacement — a bar that allows a small amount of axle differentiation side-to-side before progressively engaging to add control as body roll forces increase. The result is a bar that feels like independent front suspension on the street (absorbing small bumps individually without transmitting them across the axle), but still engages decisively in emergency maneuvers and at speed through corners.

No disconnect necessary: Carli explicitly chose not to include a sway bar disconnect on this kit. The rate is calibrated to not hinder articulation — the bar can be left engaged off-road without sacrificing wheel travel. This eliminates the pre-trail disconnect step and the risk of forgetting to reconnect before returning to pavement.

17-4 stainless upper ball stud construction: The upper end link connection uses a 17-4 stainless steel ball stud (the same alloy used in Carli's radius arm and radius arm bracket spherical joints) running in bronze wear surfaces, with a knurled stainless top cap held under tension by a square O-ring seal. The grease port makes the joint serviceable over the life of the bar. This is a rebuildable joint — not a sealed unit that must be replaced entirely when worn.

Clevis locating chip engineering note: During testing, Carli observed that the FK Heim clevis at the axle connection could rotate — which would negate the clevis's designed fore/aft pivot function and create binding. The redesigned clevis includes a locating chip that indexes into the axle mount, preventing any rotation and ensuring the clevis remains in the correct plane of motion throughout the full range of suspension travel.

What Is and Is NOT Included

Critical Compatibility

This kit is built around Carli leveling systems — the extended end links are geometry-specific. The end link length is calibrated for the 2.5" front lift height that Carli's leveling coils produce. At a different ride height, the sway bar end link geometry shifts — the bar may contact suspension components or bind at full travel at the wrong height.

The factory sway bar is the right bar at max GVWR. Carli is explicit about this: the factory sway bar is optimized for trucks loaded to or near GVWR with a cab-over camper or maximum towing load. If your Super Duty is regularly loaded to maximum capacity with high center-of-gravity loads, do not remove the factory sway bar without understanding the implications. The Carli torsion bar provides progressive engagement — it is appropriate for the vast majority of use cases — but for operators who run the truck at its maximum rated weight daily, consult Carli directly.

No disconnect — bar remains engaged off-road. The rate is calibrated for articulation compatibility. No disconnect is needed for trail use.

Installation Notes

Skill level: Intermediate — sway bar replacement on a 4WD Super Duty. Requires proper axle support and correct torque on all mounting hardware. Professional installation recommended.

Tools required: Basic socket set, torque wrench, vehicle lift or floor jack with rated stands.

Installation sequence overview:

1. Safely support the vehicle with front suspension at ride height.
2. Remove factory sway bar, end links, and mounting hardware.
3. Install Carli billet aluminum drop brackets in the factory sway bar mounting positions.
4. Route the Carli torsion bar through the drop brackets — confirm bushing seating.
5. Install solid cold-rolled steel arms.
6. Install extended end links — upper 17-4 stainless ball stud connection, lower FK Heim axle connection.
7. Index the billet clevis locating chip into the axle mount — confirm correct orientation.
8. Grease the upper ball stud through the provided grease port.
9. Torque all hardware to Carli specification per the included instructions.
10. Confirm full suspension articulation with bar installed — no binding through full droop.

Grease port maintenance: The upper ball stud is serviceable through the grease port. Grease at regular intervals per Carli's recommended service schedule to maintain bronze wear surface performance and extend joint life.

Common Questions

Why is the factory sway bar a problem on a lifted Super Duty?
The factory bar is calibrated for maximum GVWR loading — at full load, it's the correct bar. For daily driving at normal loads, that rate is far too stiff: any bump on one side immediately transfers through the bar to the other side, producing the chassis chatter, cab shake, and off-camber jolts that lifted Super Duty owners commonly experience. Carli describes the factory sway bar as "essentially a brace locking the axle to the frame." The Carli torsion bar allows a small amount of side-to-side differentiation before progressively engaging — providing street compliance without sacrificing cornering control.

Do I need to disconnect this sway bar off-road?
No. Carli explicitly designed this bar without a disconnect because the rate is calibrated to allow articulation without disconnecting. The bar does not hinder off-road wheel travel at the set rate.

Can I run this if I'm not using a Carli leveling system?
The extended end links are calibrated for the 2.5" lift height produced by Carli leveling coils. At a different ride height, the end link geometry shifts and may produce incorrect sway bar angles. Text (469) 407-7538 with your specific lift height and system before ordering if not running a Carli system.

What is 17-4 stainless steel and why does it matter here?
17-4 is a precipitation-hardened stainless steel alloy with high strength, good corrosion resistance, and excellent wear characteristics. Carli uses it across their spherical joints, radius arm connections, and here in the upper ball stud — it's the correct material for a dynamic pivot joint that must resist both impact loads and long-term wear without rusting.

Is the upper ball stud serviceable?
Yes — it's designed for it. The grease port in the knurled top cap allows regreasing to maintain the bronze wear surfaces over time. When the joint eventually wears, the stud can be replaced without replacing the entire sway bar assembly.

The Obsidian Take

The CS-FTSB-LVL-11 is Carli's answer to the last unaddressed spring on the 2011–2016 diesel Super Duty — the sway bar. Carli's own description is accurate: most owners who lift a Super Duty address the front coils and rear leaf springs. Almost none address the sway bar. And then they wonder why the truck still chatters over small bumps, jolts over off-camber driveways, and never quite feels settled on the street the way they expected after a full suspension upgrade.

The factory sway bar's purpose is maximum GVWR load control. For a 3,500-pound cab-over camper on remote mountain roads, it's the right bar. For a daily-driven Super Duty running empty or lightly loaded with the occasional weekend off-road use, it's actively working against ride quality — transmitting every small road imperfection across the front axle in real time.

Carli's torsion bar replaces that with a bar that allows small differentiation before engaging progressively — street compliance that genuinely feels like independent front suspension on bumpy pavement, while still providing the cornering control needed for aggressive driving and towing. No disconnect required. No rate adjustment needed. Install it, grease it, drive.

The construction is fully in Carli's style — serviceable upper ball stud with a grease port, FK Heim at the axle, billet clevis with a locating chip to prevent rotation, solid 3/4" cold-rolled steel arms. Every joint is either rebuildable or replaceable. Nothing sealed that has to be discarded when worn.

This SKU is for: 2011–2016 Ford F-250 and F-350 4WD owners running a Carli 2.5" leveling lift (or 4.5" lift — confirm end link fitment) who want to eliminate the factory sway bar's rigid chassis coupling, improve small-bump compliance to near-independent-front-suspension levels, and retain progressive body roll control without a sway bar disconnect.

This SKU is NOT for: 2017 and newer Super Duty owners (different platform), 2010 and earlier owners, 2WD owners, trucks not running a Carli lift system without confirming end link geometry, or trucks operated at maximum GVWR daily with high center-of-gravity loads without consulting Carli first.

Manufacturer Data Disclaimer
Product specifications, fitment data, and feature details are sourced directly from Carli Suspension's product page and manufacturer documentation current at the time of publication. Carli Suspension reserves the right to modify product specifications without notice. Confirm 2011–2016 model year, 4WD drivetrain, and Carli lift system compatibility before ordering. OFAS is not responsible for incompatibility resulting from incorrect model year, non-Carli lift systems at different ride heights, or 2WD applications.

Prop 65 Warning
⚠ WARNING: This product can expose you to chemicals which are known to the State of California to cause cancer and reproductive harm. For more information, go to www.p65warnings.ca.gov.

Non-Returnable Notice
This item is non-returnable once installed. Verify 2011–2016 model year, 4WD drivetrain, and Carli system compatibility before ordering. Questions before ordering? Text (469) 407-7538.