With the huge amount of Independent Front Suspension (IFS) options out there for the modern Toyota mid-sized platform, it can be hard to narrow down which option is best for your application. Almost all of these configurations apply to:

2003-2019 4Runner, 2006-2014 FJ Cruiser, 2003-2009 GX470, 2005-2019 Tacoma

Note: Any strut spacer lifts over 1" (0.5" thick) on top of coilovers will likely result in upper control arms (UCAs) binding with coil wraps if limit straps are not installed. This is not mandatory, but does require that the UCAs be checked for play roughly every 6 months as the upper ball joints (UBJs) will be stressed at the full droop position of the suspension cycle.
Thinking of running that 3" or 2.5" strut spacer lift you had on your factory set up on your new adjustable coilovers?? DON'T....ha If you manage to get that massive strut assembly bolted in, you'll quickly realize that your UCAs are going to try to rub against the coil wraps constantly, your up travel will be terrible, and you might as well be spacer lifted on factory struts.
Thickness of spacer = half of the lift amount (a 2" strut spacer is 1" thick and a 0.5" spacer is 0.25" thick)
While 2" is possible, it is not highly recommended and will result in rapid UBJ wear. (I ran this for 2 years with no real issues but went through 2 sets of factory UCAs)


Strut Spacer on Facory Struts: 0.5-3" Lift  |  7.5" Travel  |  $40-$130
Pros: Willing to flex the little bit it has and smooth on choppy terrain. Cons: poor travel, low flex, small increase in ride height.

Adjustable Coilovers with Factory Coils: 0.5-3" Lift  |  9" Travel  |  $400-700
Pros: Most flex on factory arms with 32s Cons: Similar lift height compared to a strut spacer. Lower clearance and limited tire size.

Adjustable Coilovers with Factory Coils and 0.5-2" Strut Spacer: 0.5-4" Lift  |  9" Travel  |  $450-750
Pros: Best flex on factory arms with 33-35s and minimal upper fender trimming Cons:  Not a lot of up travel at lower lift settings
*Can be run with FJ springs for 0.5" more lift.

Adjustable Coilovers with Lift Coils: 3"-4.5" Lift  |  9" Travel  |  $700-1500 
Pros: Good amount of lift (Most popular) Cons: At high lift settings > Harsh ride, minimal down travel, will do a lot to resist compression.

Adjustable Coilovers with thick tophat and Lift Coils: 3"-4.5" Lift  |  9" Travel  |  $800-1500
Pros: Best option for a simple bolt in lift Cons: Taller lift than standard coilovers, CV axles may wear out more quickly due to added down travel. Do not run spacer lifts on top of coilovers with thick tophats as the spacer is already built in.

Adjustable Coilovers with Lift Coils and 0.5-2" Strut Spacer: 4"-5.5" Lift  |  9" Travel  |  $750-1500
Pros: Lots of lift to clear big tires Cons: maximum lift... flex and ride are better than equivalent ride height on standard coilovers with no spacers.

Factory Struts with Drop Bracket: 6-7" lift  |  7.5" Travel  |  $1250-2600
Pros: Good lift height for big tires without having to trim much. Great ride quality. Cons: Low clearance, less strength, frame cutting

Adjustable Coilovers with Lift Coils and Differential Drop Bracket (DB): 8-9"" Lift  |  9" Travel  |  $2000-2800
Pros: Huge lift with same flex as standard coilovers Cons: Frame crossmembers must be cut and replaced with DB plates. Also susceptible to bending and alignment problems. Significant ground clearance is lost under the engine.




 
Long travel arms are generally paired with 8"- 10" travel coilovers and are commonly restricted to what angles the axles, steering, and ball joints can handle as opposed to the geometry of standard arms. With longer arms, travel is commonly prioritized over lift height. You could run a huge lift spacer and get insane lift if you wanted to. The more lift you have, the worse flex, ride quality, handling, travel (in some cases) you have. Also keep in mind what the truck is being used for. A prerunner will want higher spring rates and firmer valving than someone who primarily crawls as they take harder hits and a harsher ride will allow them to hit bumps and land harder. This is one of the greatest advantages of bypass shocks as they provide a soft ride until the truck encounters a sudden impacting force from a landing or large bump and increases the compression resistance. Due to this firmer ride on bigger hits, the shocks can 

Factory: 7.5" Travel | 64" WMS

+2" Long Travel: 12" Travel | 68" WMS
For most people, spending thousands of dollars to gain 2" of travel isn't really worth it. However +2" long travel gives a near factory look and stance with improved flex and travel over standard lift coilovers. 2" arms also switch the standard ball joints out for uniballs and an option to run front external bypass dual shock set up like many LT arms do. The hub is also moved forward for better tire clearance (fender, firewall, and body mount clearance). This is very common with performance arms and LT arms of all widths.
 
+3.5" Long Travel: 14" Travel | 71" WMS
This is the most popular width for long travel as it yields almost 180% the travel of factory IFS and its not ridiculously wide. Because multiple companies build 3.5 kits, replacement axles, steering components, and arms are fairly interchangeable and easy to find/replace quickly if needed. This width is also much easier to match in the rear with 2" wheel spacers or higher offset wheels than wider kits which end up being obviously wider with the factory axle.

+4.5" Long Travel: 16" Travel | 73" WMS
This is where things start to get wide. At this point you're essentially the same width as a full sized truck with wheels and tires. This flexes very well and can achieve upwards of 16" of travel depending on the setup. Unfortunately, this 15" wider width (88" with wheels and 12.50s) leads to less line selection and is somewhat difficult to manage on tight sections compared to narrower long travel and factory arms. Axles and steering are harder to find than +3.5 components.
 
+6.0" Long Travel: 18" Travel | 76" WMS
This is very wide and almost unheard of on 4WD trucks that crawl. Near 91" wide this is pretty absurd. Somewhat obviously, this has the most flex and best ride of any LT kit on rough terrain. Can be limiting in tight crawling situations and a bit more work to drive in town, but it's width comes with a LOT of usable travel. With a full width rear axle swap this front end setup will look close to matching the rear, but nowhere near perfect like the +4.5 will. Axles must be custom made and steering is often custom made as well with a setup this wide. 


*WMS is an abbreviation for wheel mounting surface and refers to the distance from the outer most brake rotor surface on the passenger side to the outer most brake rotor surface on the driver side.