I also meant to respond to your question about the 3"-3.5" max lift with coilovers. The Donahoe extended-length coilovers are not extended in length for additional lift. They're intended for additional droop, or down-travel, which can be attained by using them in conjunction with uniball upper arms. That's why they sell them. The King extended coilovers are not specifically designed for Tacomas. They're designed for custom applications (largely racing applications), rather than a specific vehicle. Yes, King offers vehicle specific coilovers, but the longer versions people are using in combination with a drop-bracket lift are custom-length. With the drop-bracket kits, the suspension geometry is usually very near stock. The CV angles, balljoint angles, etc. will be very similar in geometry to a stock Tacoma. In light of that, you can still add a couple inches of lift to the drop-bracket kit via adjustable coilovers, non-adjustable coilovers (such as OME's), or spacers.
It seems as though most of the drop-bracket lifts maintain close to stock suspension geometry, but tend to exhibit suspension angles similar to people running about a 1" lift. Because of that, there's less additional lift possible when trying to add to the drop-bracket lift with a coilover or spacer lift. So you most likely would not be able to get a full additional 3"-3.5" with those, because the suspension was already exhibiting some lift.
Just to clarify, you're not "cranking" the CV's when lifting with coilovers. You're "cranking" the adjustment collar on the coilovers, which adjusts the preload on the coils, which provides lift. As a result, the CV angles are increased, but that's not the primary concern. The primary concern is the increased wear on the CV boots when "cranking" the coilovers for lift. The CV's can usually handle the higher angles that result from lifting, but the boots tend to wear out quicker.