Extended travel CO's and Stock UCA?

Thanks for the informative response. I'm still a bit confused, though. I understand that component wear is less with the stock geometry. And that a longer coil spring achieves lift. I also understand longer control arms, such as with a long travel kit, increase travel. But with stock arms, I don't understand how aftermarket coilovers that achieve lift increase travel. If you cycle the suspension up and down and measure the amount cycled, it should remain the same as with OEM coilovers. In fact, downtravel should be less since the longer coilovers sacrifice downtravel to achieve lift, correct? Or at least that was my experience when I lifted two Tacomas with similar IFS setups. I thought the length of the upper and lower control arms determine and limit travel, with longer ones providing a longer arc of travel than shorter ones, regardless of whether the front was lifted or at stock height. Unless the Tundra's front suspension is different from the traditional control arm IFS setup?

 

The coilovers and extended length coilovers are built with more stroke than a factory strut. The ADS 2.5 coilovers have 7 inches of stroke for example. A factory strut has like 5.5 or so. That's how a truck can be lifted and maintain ride quality because the overall wheel travel is increased.

 

Thanks again. Learning a lot. And excellent explanation on the longer stroke of extended coilovers like the ADS 2.5. I hadn't thought about that, and it makes sense.

I'm wondering, though, wouldn't the stock control arms still limit travel despite the extended coilovers and their increased stroke? I mean, there has to be a limiting factor to wheel travel if running stock control arms, notwithstanding other limiting factors, such as the anti-sway bar. I can understand gaining a slight bit more wheel travel without the sway bar, but don't understand how extended coilers increase wheel travel if the control arms remain the same length. The travel should operate in an arc motion, and should stop at the same high and low marks of that arc if running stock coilovers/struts or extended coilovers with a longer stroke. Otherwise, if extended coilovers do increase wheel travel or increase the arc line, how is it that stock coilovers/struts are not blowing out by over-extending themselves during down travel? That's the part I'm confused about and trying to understand.

 

Honest question since you seem to have a pretty good grasp of this UCA issue. I have a 2017 DC and have 6112's and 5100 to install. I don't wheel very hard ( doubt I would even get to full droop), but I am thinking since I am already there, might as well replace the UCA's. Would just a good set be worth the $$ for a upgrade over OEM, or would a very $$$ UCA be needed to get the most benefit from upgrading.
Simply- would a decent UCA be that much of a upgrade over OEM?