A liftgate is only as good as the structure behind it. The failures we see on the road aren't the Tommy Gate itself — they're cracked sub-frames, twisted rear crossmembers and chewed-up sills where a generic install was bolted onto a bed that was never designed to carry the load.
Because Alumbody builds the bed and installs the gate under one roof, the rear understructure is engineered around the gate from day one: heavier rear crossmember, reinforced sill plate, gusseted hinge mounts welded directly into the frame.
Capacity drives the call. We carry the major OEM gate lineups and integrate them into the bed at the factory.
Tuck-under hydraulic — our most-installed gate
Stows folded underneath the bed when not in use, unfolds into a full-width platform on demand. Aluminum platform, aircraft-grade hydraulic actuators, dual cylinders for square lift. Perfect for pickup-class chassis and service trucks running deliveries every day.
Vertical-travel rail — medium-duty workhorse
The platform stays parallel to the ground from deck height all the way down to the road — the safe way to handle pallets, drums and crates. Heavier rear sub-structure, dual rails, optional cart-stop. Built for fleet duty cycles.
Tuck-under & rail-style alternatives
When a fleet is standardized on Maxon, we install Maxon. GPT tuck-unders for pickups, TE-25 rail-style for medium-duty stake bodies and box trucks. Factory wiring kit and pump mount integrated into the Alumbody rear frame.
Cantilever & rail-style — heavy commercial
Anthony cantilever gates for high-cycle commercial use, or rail-style platforms for stake-body work. Integrated at the rear of the Alumbody bed at the factory, with reinforced hinge mounts welded into the frame.
Heavier rear crossmember, doubled sill plate and gusseted hinge mounts welded directly into the bed frame — not bolted onto a rear bumper.
Pump and hydraulic reservoir mounted clear of road spray. Wiring run through the bed harness with weatherproof connectors and an in-cab cutoff.
Every gate is cycled, calibrated and load-tested at rated capacity in our Orange, CA shop before the truck leaves.
We size the platform and stow geometry so the OEM receiver hitch and tow plug remain functional behind a cantilever or tuck-under gate.
Tommy Gate Railgate 2,500 lb behind an 8'×14' stake bed with 38" lift-out sides — pallets of fittings load level from a curb.
G2-Series tuck-under on a 6'6" × 9' F-250 bed, 22" fold-down sides, cart-stop on the platform.
Maxon TE-25 on an F-550 stake body, 41" lift-out stakes, dock bumper above the gate for loose-soil pickups.
G2 tuck-under on a Sprinter 3500 flatbed, 25" fold-downs, in-cab cutoff and back-up alarm.
The platform is the visible part. The reason an Alumbody liftgate doesn't crack a sub-frame at 80,000 miles is everything you don't see — heavier crossmember, doubled sill, gusseted hinge mounts, shielded pump.
Click any photo to open the lightbox — use the arrow keys to browse every build.
Usually yes — we inspect first. On most Alumbody beds it's a straightforward retrofit because the rear sill is already sized for it. On third-party beds we often need to reinforce the rear crossmember and sill plate before mounting.
Both, yes. We size the gate and stow geometry so departure angle stays usable on driveways and ramps, and we keep the install within the chassis tow rating. A receiver hitch can still be specced behind most cantilever and tuck-under gates.
Capacity drives the call. Under 1,600 lb on a pickup, the Tommy G2 is hard to beat. 2,000 lb+ on a 450/550 or NPR, the Railgate or Maxon TE-25. High-cycle commercial work, Anthony cantilever. We'll spec the right gate when you send your chassis and load profile.
Bed + liftgate installs run 4–6 weeks from drop-off to delivery, including paint, wiring and load testing. Add-on liftgate installs on an existing Alumbody bed are usually 3–5 shop days.
We email firm quotes within 2 business days.
