Quigley Q-Lift AWD

The Q-Lift is the suspension side of the Quigley story. The drivetrain side — Quigley's AWD and 4x4 conversions — happens at Quigley's own facility, not at OZK: drivetrain work is factory-scale engineering, and it's exactly the work we route to Quigley rather than attempt in a general shop. Understanding what Quigley builds at their factory explains why we trust their engineering on the lift we do install. Here's what a Quigley drivetrain involves and why each component exists.

Transfer Case

The transfer case is the heart of the AWD conversion — the component that takes power from the Transit's transmission and splits it between the rear and front axles. Quigley's transfer case is a full-time, on-demand system that operates automatically. There's no lever to pull, no button to push, no mode to select. The system continuously distributes torque to all four wheels based on traction conditions, seamlessly shifting power forward when the rear wheels lose grip. It's designed to handle the Transit's full torque output at any speed, and it integrates directly with the Transit's electronic stability control and traction management systems. The factory electronics don't fight the AWD system — they work with it.

Front Differential

The front differential receives power from the transfer case via the front driveshaft and distributes it to the left and right front wheels. Quigley's front differential is purpose-built for the Transit's GVWR — it's not a unit borrowed from a lighter vehicle and bolted into place. The gear ratios match the Transit's rear differential, ensuring balanced power delivery and eliminating the driveline stress that mismatched ratios create. This matters most under load — when your Transit is carrying 3,000 pounds of interior build, water, gear, and passengers, the front differential needs to handle its share of that weight without compromise.

Front Driveshaft & Axle Assemblies

The front driveshaft connects the transfer case to the front differential, and the front axle assemblies — including CV joints and half-shafts — deliver power from the differential to the front wheels. Every angle, length, and joint specification in this system is calculated for the Transit's exact geometry after the 2-inch lift. This is critical. A driveshaft operating at the wrong angle creates vibration, accelerated wear on universal joints, and eventual failure. Quigley's engineering accounts for the lifted ride height from the start — the driveshaft angles aren't corrected after the fact with shims or spacers. They're designed for the final installed geometry.

2-Inch Suspension Lift

The 2-inch suspension lift is the part OZK installs — the Q-Lift itself, engineered to the same standard. The lift provides the ground clearance needed for unpaved roads and trail access while maintaining the Transit's factory steering geometry and alignment specifications. Quigley's lift geometry preserves the caster and camber angles that Ford engineered into the Transit's front suspension, which means the van still tracks straight, still steers predictably, and still wears tires evenly after the lift is installed. Cheap lift kits that simply add spacers between the spring and the frame throw all of these angles off — and you pay for it in tire wear, steering wander, and compromised handling.

The internet is full of aftermarket 4x4 conversion kits for the Ford Transit. Some cost less than the Q-Lift AWD. Some promise bigger lifts. Some claim they're "just as good." Here's what they don't tell you — and what matters when you're building a vehicle you plan to live in, work from, and trust on remote roads hundreds of miles from the nearest dealer.

Aftermarket 4x4 kits are typically assembled from components designed for other vehicles — a transfer case from one platform, axle components from another, a suspension geometry borrowed from a third. The companies selling these kits are doing integration work, not engineering work. They're making parts from different systems fit together on the Transit's frame. Sometimes they fit well. Sometimes they create driveline vibrations that show up at highway speeds after 10,000 miles. Sometimes the transfer case can't handle sustained torque under load because it was designed for a lighter vehicle. Sometimes the front differential develops noise because the gear ratios don't perfectly match the rear end.

Quigley doesn't adapt parts from other vehicles. They engineer components for the Transit. The tolerances are tighter. The testing is more rigorous. The integration with Ford's factory electronics is verified, not assumed. And the Q-Lift AWD is backed by Quigley's own product warranty — defective parts are replaced by Quigley, and OZK's installation is covered in writing by our workmanship warranty.

The price difference between a Quigley Q-Lift and an aftermarket 4x4 kit might look significant on a spreadsheet. But factor in the engineering, the OEM electronics integration, and the resale value difference between a Quigley-engineered system and a kit-car 4x4 conversion, and the math changes completely. The Q-Lift isn't the cheap option. It's the smart one.

Quigley Motor Company doesn't hand out installer authorizations. There are seven authorized Q-Lift installers in the entire United States — and OZK Customs is one of them. That number isn't arbitrary, and it isn't a marketing gimmick. It reflects the reality that the Q-Lift is a precision system that requires specific tooling, training, and expertise to install correctly. Quigley's reputation rides on every install that carries their name, and they're selective about who gets to put it on.

The authorization process isn't a weekend certification course. Quigley evaluates a shop's facility, tooling, technician experience, and track record before granting authorization. They look at the quality of previous work, the shop's capacity to maintain inventory of conversion components, and the team's ability to support customers after the conversion is complete. A shop that can install but can't diagnose, service, and stand behind the system doesn't make the cut.

For OZK Customs, this authorization is core to what we do — not a side offering. The Q-Lift is the foundation of our flagship Quigley Trail build package and a standalone product for customers who want capability without a full interior conversion. We install Q-Lift systems every week. Our technicians know the install inside and out — not because they read a manual, but because they've done it dozens of times across every Transit configuration Quigley supports. When Quigley updates a component or revises an installation procedure, we implement it immediately because this is our primary business, not a secondary revenue stream.

What this means for you: your Q-Lift is installed by a team that Quigley has personally vetted and continues to support. Your warranty is backed by both Quigley and OZK. And if you ever need service, diagnosis, or support for your Q-Lift, you have a local shop that specializes in it — not a general mechanic who has to call Quigley and figure it out on the fly.

The Quigley Q-Lift AWD is available in two configurations for the Ford Transit 2020–2025: with sway bar and without sway bar. This isn't a minor trim option — it's a meaningful decision that affects how your van handles on the road and off it. Understanding the trade-off helps you choose the right configuration for how you actually use your vehicle.

Q-Lift AWD with Sway Bar

The sway bar — also called an anti-roll bar — connects the left and right sides of the front suspension and resists body roll during cornering. With the sway bar installed, your lifted Transit handles more like a stock vehicle on paved roads. Cornering feels flatter and more controlled. Highway lane changes are more composed. The van feels more planted at speed, especially in crosswinds and during emergency maneuvers. If your Transit spends most of its time on highways and paved roads with occasional gravel or fire road access, the sway bar configuration gives you the most confidence-inspiring on-road behavior.

Q-Lift AWD without Sway Bar

Removing the front sway bar allows the left and right front wheels to move more independently — each wheel can articulate further before the opposite side is affected. This means better traction on uneven terrain: when one front wheel drops into a rut or climbs over a rock, the other wheel maintains better contact with the ground instead of being pulled along by the sway bar. The trade-off is more body roll on paved roads. Cornering at highway speeds feels softer and less flat. The van leans more in turns. For vans that spend significant time on unpaved roads, forest service routes, and rough terrain — where individual wheel articulation translates directly into traction — the no-sway-bar configuration delivers noticeably better off-road capability.

How to Choose

There's no wrong answer — only the right answer for your use case. Ask yourself honestly: what percentage of your driving happens off pavement? If the answer is under 20%, the sway bar configuration will give you a better daily driving experience with plenty of capability for the occasional dirt road. If you're regularly running forest service roads, mountain passes, and rough terrain — or if maximum off-road traction is a priority for your build — the no-sway-bar configuration gives your suspension the freedom it needs to keep all four wheels on the ground. During your consultation, we'll talk through your actual driving patterns and help you make the right call.

A lift without proper damping is a lift that rides like a truck from the 1970s. The Quigley Q-Lift provides the geometry and the clearance — but the shocks control how the suspension actually behaves. We pair the Q-Lift AWD with Bilstein B6 monotube performance shocks because they're the best dampers available for a lifted Transit, full stop.

The Bilstein B6 uses a high-pressure monotube design — a single tube with a floating piston that separates the hydraulic oil from a pressurized nitrogen gas charge. This design dissipates heat significantly faster than twin-tube shocks, which means the B6 maintains consistent damping performance during sustained use. On a long washboard gravel road, a twin-tube shock heats up, the oil thins, and damping fades — the van starts bouncing and wallowing. The B6's monotube design resists this fade, delivering the same controlled ride at mile 50 of a dirt road that it delivered at mile 1.

The B6 is also valved specifically for the lifted Transit's weight range and spring rates — it's not a generic heavy-duty shock forced into service. The damping curve matches the suspension's travel and the vehicle's loaded weight, which means the ride feels controlled whether you're running empty to the grocery store or loaded down with a full interior build, water tanks, and passengers. Body roll is reduced. Nose dive under braking is minimized. The van tracks straight over highway expansion joints instead of wandering. Combined with the Q-Lift's engineered geometry, the B6 completes a suspension package that actually makes the Transit better to drive than stock — not just taller.

Honest expectations matter more than a sales pitch. The Q-Lift AWD is an all-wheel-drive system with a 2-inch lift — it is not a rock-crawling 4x4 rig with locking differentials and 6 inches of suspension travel. It's designed to make a Ford Transit capable on surfaces and in conditions where a rear-wheel-drive van is limited: loose gravel, muddy campsite entrances, snowy mountain roads, sandy beach access, and unpaved forest service routes.

The Q-Lift AWD will get you to the trailhead, through the national forest road, and into the remote campsite that RWD vans have to skip. It will give you confidence in rain, snow, and loose surface conditions that would leave a rear-wheel-drive Transit spinning its wheels. It will add 2 inches of ground clearance that makes the difference between clearing a rut and dragging your undercarriage through it.

What it won't do is turn a 7,000-pound van into a Jeep Wrangler. The Transit is a full-size van with a high center of gravity, long wheelbase, and significant loaded weight. The Q-Lift AWD dramatically expands where you can safely take it, but it doesn't change the physics of the vehicle. We tell you this upfront because understanding the system's capabilities — and its limits — is how you make a smart buying decision and stay safe on the road.

OZK Customs installs the Quigley Q-Lift AWD in two configurations for the Ford Transit 2020–2025. Both deliver the same 2-inch suspension lift — the only difference is the front sway bar. Both configurations pair with Bilstein B6 monotube shocks for optimal damping performance.