Your truck is built — lifted, big tires, maybe a dually — and now a standard quote does not fit. Under-report the height and the carrier refuses it at pickup; over-think it and you overpay for a trailer you do not need. Knowing how to ship a lifted truck comes down to one honest measurement. We move modified trucks every week, so here is exactly how it works.
The short answer: To ship a lifted truck, measure it as it actually sits on its current lift and tires — height to the highest fixed point, width at the widest — and disclose those numbers at booking. The interstate height limit is 13 feet 6 inches, and your truck's height stacks on the trailer deck. A modest lift rides open; a tall build needs the right trailer and a premium.
Shipping a lifted truck is not hard, but it rewards honesty. The whole job turns on one thing: an accurate measurement of the truck as it actually sits. Get that right and everything else falls into place.
This guide covers the modified case. For standard trucks and the full service, see our SUV and truck shipping page. Let us start with what makes a truck "oversized."
A truck crosses into oversized territory when a lift, oversized tires, a dually rear axle, or accessories push it past standard dimensions. Height is the usual culprit. A taller truck on a trailer needs more vertical room.
The interstate height limit is 13 feet 6 inches, set so loads clear overpasses and bridges. The trailer deck already sits a few feet off the ground, so your truck's height stacks on top. That is why even a moderate lift can matter.
Width matters too, from wide tires and fender flares, but height is the tighter constraint. We measure both.
This is the single most important step. Measure the truck on the exact lift and tires it is wearing right now, not stock specs. Take the height to the highest fixed point and the width at the widest point, mirrors and flares included.
Write the numbers down and share them at booking. The carrier plans the load around them, choosing the right trailer and deck position. We tell owners that two minutes with a tape measure prevents the most common modified-truck problem.
The downside of skipping it: a guess that turns out wrong unravels at the gate.
A modified truck carries a premium over a standard one. The size of that premium depends on the route, the season, and how far outside standard you are. There is no flat oversized rate.
A daily-driver lift is a modest add on top of the normal truck price. A heavily lifted dually approaches specialty pricing, because fewer trailers and drivers can take it. We price from your real measurements, and our guide on what it costs to ship a truck shows the standard baseline the premium builds on.
Usually not for a typical lifted daily driver, which still fits within normal limits. Permits and escorts come into play only for truly tall or wide loads, and those rules vary by state. We will not pretend to quote a permit you do not need.
If your build is extreme enough to trigger it, we handle that side and tell you honestly. For most lifted trucks, though, the move is a standard open haul with careful measurement. The point is to match the truck to a carrier who can legally and safely take it.
Owners sometimes ask if they should remove the lift. The answer is no. Pulling a lift is expensive and pointless, and the carrier just needs accurate numbers, not a stock truck.
What does help is removing easily detachable accessories that add height, like a light bar or a roof rack. Measure the truck in the exact state it will travel. Then prep it like any vehicle, covered in our guide on standard pickup shipping — empty it, leave a quarter tank, photograph it.
It is tempting to shave an inch off the height to get a cheaper quote. Do not. If the truck measures taller than quoted, the carrier can refuse the load or re-price it on the spot, and your move stalls.
Under-reporting never saves money. It costs you the delay, the rebooking, and often a higher price under pressure. We tell owners that an honest measurement is the cheapest insurance on a modified-truck move.
Open transport is the standard for nearly every lifted truck, including a built daily driver. It is cheaper and runs more routes. Save enclosed for a show truck or a high-dollar build where presentation matters.
Book a heavily modified truck with extra lead time, since the right trailer and an experienced driver take more lining up. Get your real figure on the calculator with exact dimensions, and verify any carrier with our FMCSA lookup. Knowing how to ship a lifted truck really comes down to measuring honestly and booking early.
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Height and width past standard, usually from a lift, oversized tires, a dually rear axle, or accessories. The interstate height limit is 13 feet 6 inches, and a tall truck on a trailer eats into that. We tell owners that even a moderate lift can matter once the truck sits up on a carrier deck.
Measure it as it sits right now, on the exact lift and tires it is wearing. Take the height to the highest fixed point and the width at the widest point, including mirrors and fender flares. We tell owners to write the numbers down and share them at booking, because the carrier plans the load around them.
It is the standard maximum height for vehicles on interstate highways, set so loads clear overpasses and bridges. A carrier deck already sits a few feet off the ground, so your truck's own height stacks on top. We tell owners that a tall build leaves less room, which is why exact numbers matter.
Sometimes, if it fits under the limit on the trailer, often in a specific low spot on the deck. A modest lift usually rides a standard open carrier fine. A very tall build may need a specialized trailer that sits lower. We confirm the fit from your measurements before we dispatch a driver.
A premium over a standard truck, sized by route, season, and how far outside standard you are. A daily-driver lift is a modest add; a heavily lifted dually approaches specialty pricing. We price from your real measurements, so an honest number up front keeps the quote firm.
Usually not for a typical lifted daily driver, which still fits within normal limits. Permits and escorts come into play only for truly tall or wide loads, and the rules vary by state. We handle that side when it applies and tell owners honestly whether their build triggers it.
No, ship it as it sits. Removing a lift is expensive and pointless, and the carrier just needs accurate dimensions. What helps is removing easily detachable accessories like a light bar or roof rack that add height. We tell owners to measure the truck in the exact state it will travel.
It backfires at pickup. If the truck measures taller than quoted, the carrier may refuse the load or re-price it on the spot, and your move stalls. We tell owners that under-reporting never saves money. An honest measurement protects the quote and the schedule.
Open is the standard choice for nearly every lifted truck, including a built daily driver. It is cheaper and runs more routes. Enclosed suits a show truck or a high-dollar build where presentation matters. We tell owners not to pay the enclosed premium on a truck that gets driven and dirty.
Earlier than a standard vehicle, because the right trailer and an experienced driver take more lining up. Fewer carriers handle very tall builds. We tell owners to book a heavily modified truck with lead time, so we can match it to a carrier that can legally and safely haul it.
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