ARCHIVE 100 Series Coil Over Conversion Kit

[jLB]

Landcruiserphil This set up gives you 2.75" more travel, which doesn't sound huge, but compared to stock I believe it is close to 30 percent more wheel travel. King Shocks Compression Adjuster « King Off-Road Racing Shocks : kingshocks.com here is a link to King Shocks web site where they can better explain the external compression adjuster. It is a very neat set up, and we have used them with a lot of positive feedback.

Yes, but nearly 2/3 of that additional travel appears to be on the "wrong side" of the travel (compression)

Just by dragging a jack and a tape measure out to my driveway, I can see that:

Factory UCA & Shocks = ~22.75" fender to center of hub at full droop.

SPC UCA & OME shocks = 23.5" fender to center of hub at full droop.​

So I'm seeing ~0.75" of additional travel from aftermarket UCAs & Shocks. Maybe I could get a little more by swapping to slightly longer shocks.

Your LCAs certainly look beefier that the factory units, and I am somewhat interested.

My concerns are:

I assume that the optional bump stops are required to gain this additional up travel?​

By simply raising the "resting point" of the frontend (by cranking on the torsion bars), I gain upward travel and lose downward travel. I'm most interested in adding/recovering downward travel lost by raising the frontend.

By increasing up travel, I lose clearance (above and beyond an OEM suspension with no lift) for larger tires.

The guesstimated cost to gain 0-0.25 of an inch of droop is kinda hard to justify.

While I wish that Toyota had originally designed the IFS of the UZJ100 as a coil over, I'm hesitant to convert to a coilover just for the sake of changing the format of the spring.​

 

[Kofoed]

If I was "starting from scratch" on my 100, and knowing what I do now, I'd would go for it. The additional travel would be awesome in the desert.

 

[ETXLX450F]

Yes, but nearly 2/3 of that additional travel appears to be on the "wrong side" of the travel (compression)

Just by dragging a jack and a tape measure out to my driveway, I can see that:

Factory UCA & Shocks = ~22.75" fender to center of hub at full droop.

SPC UCA & OME shocks = 23.5" fender to center of hub at full droop.​

So I'm seeing ~0.75" of additional travel from aftermarket UCAs & Shocks. Maybe I could get a little more by swapping to slightly longer shocks.

You're LCAs certainly look beefier that the factory units, and I am somewhat interested.

My concerns are:

I assume that the optional bump stops are required to gain this additional up travel?​

By simply raising the "resting point" of the frontend (by cranking on the torsion bars), I gain upward travel and lose downward travel. I'm most interested in adding/recovering downward travel lost by raising the frontend.

By increasing up travel, I lose clearance (above and beyond an OEM suspension with no lift) for larger tires.

The guesstimated cost to gain 0-0.25 of an inch of droop is kinda hard to justify.

While I wish that Toyota had originally designed the IFS of the UZJ100 as a coil over, I'm hesitant to convert to a coilover just for the sake of changing the format of the spring.​

 

[viducce]

Fabulous, how to justify this to my wife....

 

[bluecruiser]

Where will the tire go? With 34s and a standard 100 setup, I was getting into the fenders in the front. With this 2.75 increase I'm thinking we should run smaller tires or get out the sawzall?

 

[Newps]

Awesome kit guys! So stoked to see this developed for the 100 series. Looks like if you want to utilize all the wheel travel you have a couple of options.

- Stay with 33 inch tires with stock front fenders.
- 34 to 35 inch tires will require cutting the stock fenders or going or going with fiberglass ones.

I see a lot of potential with this kit to get even more travel. Thank you for bringing this product to market.

 

[re_guderian]

Does an extra 1.75" of up-travel on 33's make belly skid plates a necessity?

 

[YardPig]

The nice thing here is you can choose and adjust the spring rate fairly easily by replacing coils.
@jLB my understanding was OME and OEM were the same length on the front shock, with OME being slightly longer on the rear vs stock...?

 

[jLB]

@YardPig

If my memory is correct, don't I remember that the first thing that limited droop on the OEM suspension was the shock, the second was the UCA ball joint binding, and the 3rd was the UCA colliding with the shock body?

I don't have a loose OEM and OME shock available to play with, but If my recall above is correct, combined with my observation posted earlier, it would suggest the OME extends just a hair further than the OEM shock. The LCA would amplify that movement somewhat, so it is likely much less than the observed 0.75" at the hub.

Don't I recall that ICON/Radflo (and maybe others) offered an extended travel shock for those with aftermarket UCAs, which would offer a little more travel than the OMEs?

 

[cruzerDave]

@YardPig

If my memory is correct, don't I remember that the first thing that limited droop on the OEM suspension was the shock, the second was the UCA ball joint binding, and the 3rd was the UCA colliding with the shock body?

I don't have a loose OEM and OME shock available to play with, but If my recall above is correct, combined with my observation posted earlier, it would suggest the OME extends just a hair further than the OEM shock. The LCA would amplify that movement somewhat, so it is likely much less than the observed 0.75" at the hub.

Don't I recall that ICON/Radflo (and maybe others) offered an extended travel shock for those with aftermarket UCAs, which would offer a little more travel than the OMEs?

On my setup with SPC's, Tough Dog Ralphs (53mm), and extended sway bar links the UCA baaaaaaaarely touches the shock at full droop on one side and just misses on the other. The limiting factor appears to be the steering linkage and/or axle for me, but I'm not super educated on the topic and it could just as easily be the ball joint angle inside the SPC or something in the LCA. FWIW I am at ~23.5" of droop as @jLB listed.

 

[DirtDawg]

On my setup with SPC's, Tough Dog Ralphs (53mm), and extended sway bar links the UCA baaaaaaaarely touches the shock at full droop on one side and just misses on the other. The limiting factor appears to be the steering linkage and/or axle for me, but I'm not super educated on the topic and it could just as easily be the ball joint angle inside the SPC or something in the LCA. FWIW I am at ~23.5" of droop as @jLB listed.

The CV shaft would pull out of itself before it limited the travel. In most cases with our vehicles I would suspect the seat bar being a limiting factor.

 

[Newps]

I can see this new lower A arm and coilover being the basis for others to develop new products, like upper A-arms, spindles and axles.

- Part time conversion and manual hubs might be an option for those who want even more travel. That way the CV's are not turning at highway speeds if they are cranked up. I remember Downey Off-road doing this on the 88 to 97 IFS long travel kits, to preserve the CV boots. The boots were fine for off-road but will rub and wear out and spit all their grease if used for long periods of time at highway speeds.

 

[cruzerDave]

I can see this new lower A arm and coilover being the basis for others to develop new products, like upper A-arms, spindles and axles.

- Part time conversion and manual hubs might be an option for those who want even more travel. That way the CV's are not turning at highway speeds if they are cranked up. I remember Downey Off-road doing this on the 88 to 97 IFS long travel kits, to preserve the CV boots. The boots were fine for off-road but will rub and wear out and spit all their grease if used for long periods of time at highway speeds.

Agreed and hopeful - the more options the better, and I'm really hoping we get some more part-time kits/plans developed - been following the other thread and trying to be patient....

 

[bluesquirrel]

Oh boy.
Following

 

[KOR metal FAB]

Hey everyone we have been out of the shop for the 4th of July weekend. Hopefully everyone had a nice independence day! We will have pricing and availability posted tomorrow, and I will get back to all the e mails tomorrow as well. Thank you for all the questions and comments so far. We hope to have a video or two available and posted by Friday.

 

[KOR metal FAB]

Here is pricing for the 100 Series Coil Over Conversion Kit

Total Chaos upper control arms $785
KOR Fab LCA kit and shock mounts $2,300
KOR fab diff drop kit $250
King 2.5 coil overs with remote reservoir and compression adjuster $1,545
King 2.0 x 2" bump stops $480
Bump cans and mounting plates $180

Kit price with bump stops, mounts, and strike pads welded on arms $5,740
*note $200 fee to fabricate and weld LCA bump stop strike pads
Kit price not including bump stops $4,880

*note if you already have TC uppers and a diff drop kit price would be less $1,035

To place an order please call (805) 727-0551, or e mail KORfab1479@gmail.com

Thank you,
Chris
KOR metal fab

 

[DirtDawg]

Yup, seems about right.... any more pics or videos?

 

[KOR metal FAB]

Production is under way. Here is a shot of our blanchard ground fixture plate we use to manufacture these LCA's.

 

[caslim]

Do you have pics of how the upper coilover is mounted?

 

[KOR metal FAB]

Do you have pics of how the upper coilover is mounted?

There are a couple of pictures of the mounts, and the shock installed on the first page of the thread. I can post more tomorrow.