Lifted Truck & Oversize Vehicle Detailing in Fort Collins, CO
Plenty of shops quote a lifted truck at the same price as a sedan and then discover why that was a mistake. A 4-inch-lifted crew cab on 37s has roughly twice the exterior surface area of a car, wheels the size of a coffee table, an undercarriage that is fully exposed to view, and — if you actually use it — trail mud packed into places that don't exist on a normal vehicle.
We price and schedule these as what they are: bigger jobs.
What we work on
Lifted and leveled half-tons and three-quarter-tons, duallys, crew cabs and long beds, Jeeps and Broncos with lifts and larger tires, overland builds with racks and rooftop tents, and full-size SUVs on lift kits. If you are not sure whether your rig counts, send a photo.
The undercarriage is part of the presentation
On a stock truck nobody sees underneath. On a lifted truck the undercarriage is a visible feature — and if you've spent money on control arms, a differential cover, or powder-coated links, you probably want them to look like it.
We treat the undercarriage as a finished surface, not an afterthought. That means cleaning frame rails, differential housings, skid plates, suspension components, and the inner wheel wells, then dressing what should be dressed and leaving raw metal raw where that is the look.
It also means dealing with mag chloride, which is the real enemy for anything you drive in a Colorado winter. Lifted trucks are easier to get under and treat properly than lowered vehicles, and we do a genuine chloride-neutralizing flush rather than a rinse. If your truck sees winter highway miles, that is the single most valuable thing on this page.
Big wheels, big brakes, real brake dust
Large-diameter wheels with open spoke designs are a lot of surface, and the inner barrel is where the work is. We clean inner barrels — front and back of the spokes — with iron-removing decontamination, because embedded brake dust bonds chemically to the finish and will not come off with soap.
Wheel finishes vary enormously on aftermarket wheels. Polished aluminum, machined faces, matte black powder coat, bronze, and anodized finishes all need different products, and the wrong alkaline cleaner will permanently stain a polished or anodized wheel. We ask what your wheels are before we spray anything on them.
Aggressive tires — mud terrains especially — hold old dressing and browning agents deep in the lugs and sidewall lettering. Getting a mud terrain genuinely clean takes longer than most people expect.
Trail and job site grime
If you actually wheel the truck or run it on a job site, you have mud packed in the frame rails, inside the bumpers, above the skid plates, behind the flares, and in the bed rail channels. Dried clay in those places doesn't rinse — it has to be worked out.
We also deal with what comes with a working truck: fifth wheel and gooseneck hitch grease, bed scratches and hauling scars, tailgate wear, and the general film that builds up in a bed that gets used.
Bed liners and beds
Spray-in liners hold dirt in the texture and fade badly in Colorado UV. They clean up well and can be dressed to restore the black.
Drop-in liners trap dirt and moisture underneath, and that is where rust starts. We pull them if you want the bed done properly, and it is usually worth it.
Bare beds get cleaned and assessed for rust.
Tonneau covers — soft covers get cleaned and treated, hard covers get treated like painted panels.
Paint on a big vehicle
More surface means more time, and lifted trucks tend to collect specific damage: rock chips along the lower doors and rear quarters from the larger tires throwing debris, chips on the leading edge of the hood, and swirls from being washed at whatever car wash was closest.
Machine polishing a full-size crew cab is a genuinely large job. We will assess and tell you whether a one-step polish gets you where you want to be or whether you are looking at multi-stage correction.
Ceramic coating on a truck earns its keep, particularly if you drive winter roads. It makes brine and road film rinse off instead of bonding, and it holds up better than wax on a vehicle that gets washed frequently.
Practical logistics
Two things worth mentioning upfront. Height — very tall builds may not fit certain bays, so tell us your overall height when you book. Time — a full detail on a lifted crew cab is typically a full day or more, not a few hours. We would rather set the expectation than rush it.
Frequently Asked Questions
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Roughly double the exterior surface, four much larger wheels with more complex finishes, an undercarriage that is visible and needs to be presentable, and usually heavier soiling. It is more hours.
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Yes. Dried clay needs to be physically worked out rather than rinsed, which takes time, but that is a normal part of the job for us.
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Not if we know what they are. Polished, anodized and machined finishes are damaged by strong alkaline cleaners, so we ask about your wheels first and choose products accordingly.
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If you want the bed done right, yes — we pull them. That's where trapped moisture causes rust, and it is worth seeing.
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For winter driving on treated roads, yes. Brine and road film release far more easily off a coated surface, which also makes the maintenance washes faster.