DirtNap LX 570
- Thread starter DirtNap
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- Thread starter
- #22
JV, that has definitely been on my mind. Although I think the guy from the NY club (may have been their current or past Pres) was a little better spotter when things got tightSo @DirtNap when are you gonna let me spot THIS truck through a 16-point turn through trees that should've been a 17- like your last truck?
I'll be in VA this next week. Just sayin'...
Good option that I have. Easy Install.
white-knuckleoffroad.com
Toyota 200 Series Land Cruiser Rock Sliders - White Knuckle Off Road Products
Includes the following features: 71" overall length maximizes coverage of the rocker from flare to flare while allowing for oversize tires and front mud flap 1/4" thick x 2" x 2" square tube main rub rail for greater foundational strength 1/4" thick x 1-1/2" square tube legs to limit flexing...
white-knuckleoffroad.com
- Thread starter
- #24
I missed what you were saying at first. The pic of the blue LX was a 2016 with different rocker, that's what you were saying. Good to know, will revisit Slee.
- Thread starter
- #25
Hey Bic Jet, thanks for the suggestion. I've heard good things about those. There are some AHC bits between the rocker and frame on the LX 570, which means that sliders that fit a Land Cruiser don't necessarily work with an LX. AFAIK it is just the Slee, MT, & Victory in production that state they work with LX.Good option that I have. Easy Install.
Toyota 200 Series Land Cruiser Rock Sliders - White Knuckle Off Road Products
Includes the following features: 71" overall length maximizes coverage of the rocker from flare to flare while allowing for oversize tires and front mud flap 1/4" thick x 2" x 2" square tube main rub rail for greater foundational strength 1/4" thick x 1-1/2" square tube legs to limit flexing...
Edited just to add some pix of the tires mounted on the Rock Warriors. They are big.
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Yes, agree. The White Knuckle do not specify the Lexus in the 200. Might be worth a call to see if they have4 them or are working on development. I juts know I like these, they are stout and solid.
- Thread starter
- #27
TEST FITTING THE 35X10.5R17s
So the TRD lug nuts showed up last night so I could finally do a test fitting.
Full Droop (AHC High)
Max compression (AHC High)
The truck has so much flex, it was a bit of a pain in the behind. I had to jack it up, put a stand under it, then put the jack up on some boards to get more lift, rinse and repeat. Pretty cool though. This was with the suspension in High mode.
Clearance was about the same as at ride height from what I could tell: plenty of room at full left (w/o mud flap) and just touching front fender liner at full right. Cleared the UCA just fine
That was as high as I could get my jack to go, so I thought I'd see if it was any different in AHC Normal.
AHC Normal
I jacked up the driver front until I noticed that the passenger front had lifted as well! At this point there was a 13" difference in fender height. I still had the stock size tire on the passenger side, so if I had a 35 on that side, I might have been able to eek out a tiny bit more compression. At this point, the clearance situation appeared to be the same as before, i.e., just touching in the front, plenty of clearance with the mud flap removed.
I wouldn't quite call this "full stuff" though since it looked like the LCA was still an inch away from touching the bump stop. Maybe I'm doing something wrong, or maybe this was due to the sway bar. Maybe a Cruiser with KDSS might get a little more up travel.
So all in all, I think making the fender liner/mud flap adjustments to make this fit will be a one
job. I see three options:
So, I can say that the 35x10.5s will fit without a problem on an LX 570*!
* This isn't "fully stuffed" from what I can see, so I can't call this fully settled
* Might not be the same for a Land Cruiser; could be KDSS rub but I doubt it since the tire is a 267mm width equivalent. Might get more uptravel so would have to check that too.
* Let me know if I missed something!
So the TRD lug nuts showed up last night so I could finally do a test fitting.
Full Droop (AHC High)
- Wheels straight had 1.25-1.5" clearance to front and rear.
- Full left, tire just hit the mud flap. For a test fit I just removed it, and ended up with about 1.5-1.75" of clearance, which was surprising.
- Full right, tire just hits the front fender liner and the little flap, just barely.
- Cleared the UCA
Max compression (AHC High)
The truck has so much flex, it was a bit of a pain in the behind. I had to jack it up, put a stand under it, then put the jack up on some boards to get more lift, rinse and repeat. Pretty cool though. This was with the suspension in High mode.
Clearance was about the same as at ride height from what I could tell: plenty of room at full left (w/o mud flap) and just touching front fender liner at full right. Cleared the UCA just fine
That was as high as I could get my jack to go, so I thought I'd see if it was any different in AHC Normal.
AHC Normal
I jacked up the driver front until I noticed that the passenger front had lifted as well! At this point there was a 13" difference in fender height. I still had the stock size tire on the passenger side, so if I had a 35 on that side, I might have been able to eek out a tiny bit more compression. At this point, the clearance situation appeared to be the same as before, i.e., just touching in the front, plenty of clearance with the mud flap removed.
I wouldn't quite call this "full stuff" though since it looked like the LCA was still an inch away from touching the bump stop. Maybe I'm doing something wrong, or maybe this was due to the sway bar. Maybe a Cruiser with KDSS might get a little more up travel.
So all in all, I think making the fender liner/mud flap adjustments to make this fit will be a one
job. I see three options:- Move the wheels rearward to clear the front fender liner, leave the mud flaps off (or trim where needed)
- Move the wheels forward to clear the mud flaps, and move the front fender liner a bit forward to create the necessary clearance
- Leave the wheels "as is" and do a little work to move the front liner forward and reshape or trip the mud flaps a tad as needed.
So, I can say that the 35x10.5s will fit without a problem on an LX 570*!
* This isn't "fully stuffed" from what I can see, so I can't call this fully settled
* Might not be the same for a Land Cruiser; could be KDSS rub but I doubt it since the tire is a 267mm width equivalent. Might get more uptravel so would have to check that too.
* Let me know if I missed something!
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You can undo the front liner clip at the base, move the clip up one hole toward the back, and put it back in. Documented a couple places on the forum; including in my build and linked of @TeCKis300 build.
That will fix the liner issue.
Front tire rear mud flaps I just removed, but there is some small space behind them to air gun back a small amount
That will fix the liner issue.
Front tire rear mud flaps I just removed, but there is some small space behind them to air gun back a small amount
- Thread starter
- #30
Indeed. I forgot to include my "I stand on the shoulders of giants" line about your and TeCKis' threads that gave me the guts to go for it!
TEST FITTING THE 35X10.5R17s
So the TRD lug nuts showed up last night so I could finally do a test fitting.
Full Droop (AHC High)
Ride height (approximate, AHC High), the results were roughly the same.
- Wheels straight had 1.25-1.5" clearance to front and rear.
- Full left, tire just hit the mud flap. For a test fit I just removed it, and ended up with about 1.5-1.75" of clearance, which was surprising.
- Full right, tire just hits the front fender liner and the little flap, just barely.
- Cleared the UCA
Max compression (AHC High)
The truck has so much flex, it was a bit of a pain in the behind. I had to jack it up, put a stand under it, then put the jack up on some boards to get more lift, rinse and repeat. Pretty cool though. This was with the suspension in High mode.
View attachment 2930532
View attachment 2930533
Clearance was about the same as at ride height from what I could tell: plenty of room at full left (w/o mud flap) and just touching front fender liner at full right. Cleared the UCA just fine
View attachment 2930576
That was as high as I could get my jack to go, so I thought I'd see if it was any different in AHC Normal.
AHC Normal
I jacked up the driver front until I noticed that the passenger front had lifted as well! At this point there was a 13" difference in fender height. I still had the stock size tire on the passenger side, so if I had a 35 on that side, I might have been able to eek out a tiny bit more compression. At this point, the clearance situation appeared to be the same as before, i.e., just touching in the front, plenty of clearance with the mud flap removed.
View attachment 2930584
I wouldn't quite call this "full stuff" though since it looked like the LCA was still an inch away from touching the bump stop. Maybe I'm doing something wrong, or maybe this was due to the sway bar. Maybe a Cruiser with KDSS might get a little more up travel.
View attachment 2930587
So all in all, I think making the fender liner/mud flap adjustments to make this fit will be a one
I will likely choose option 3, so I don't have to mess around with the alignment. I think the fender and mud flap work will be pretty minor.
- Move the wheels rearward to clear the front fender liner, leave the mud flaps off (or trim where needed)
- Move the wheels forward to clear the mud flaps, and move the front fender liner a bit forward to create the necessary clearance
- Leave the wheels "as is" and do a little work to move the front liner forward and reshape or trip the mud flaps a tad as needed.
So, I can say that the 35x10.5s will fit without a problem on an LX 570*!
* This isn't "fully stuffed" from what I can see, so I can't call this fully settled
* Might not be the same for a Land Cruiser; could be KDSS rub but I doubt it since the tire is a 267mm width equivalent. Might get more uptravel so would have to check that too.
* Let me know if I missed something!
Good "stuff" getting the tire fitted and it's looking beefy! I especially like your first pic with only the AT tire at the front. Such a contrast.
I'd highly encourage you to do #3, to keep alignment as the priority and handling as Toyota/Lexus intended. Most everything forward and back of the tire is plastics (at least to fit this tire size) that is easily massaged.
In regards to stuffing the front, as you're lifting the front end high, most of the weight will transfer to the back making it harder to stuff. Easiest way is to put AHC in low and try stuffing it again. I find that the tightest clearance against everything to be the situation where front is stuffed and at full lock. Take a look at the clearance between the tire shoulder and the upper UCA when in this position.
I wouldn't doubt AHC and believe KDSS will get you "more". Because AHC is the cross linking of KDSS at its core, but on steroids.
Looking forward to hearing you take her through some paces in the dirt.
- Thread starter
- #32
Thanks! Was definitely leaning to #3, but with you and Grinchy weighing in it is settled. Definitely not doubting AHC! But there is (IIRC) still a sway bar -- not as beefy as the LC one, but since it is still connected it would have some non-zero level of resistance, so I thought that might be coming into play. I'll try it again in low. I may also try jacking up the diagonal rear wheel up a bit as well to force more weight to the front, and then lifting the front wheel. I have two jacks and 4 stands so should be easy enough. As you mention, if there is going to be a problem stuffed at full lock is where it'll happen, so I want to check that out before I find out by accident (-:
Tis true that a sway bar is always engaged on the LX. It's a bit sneakier however.
In a normal suspension, there's 2 main things that resist articulation: 1) main springs 2) sway bar. With AHC, that's broken up further into at least 3x things: 1) tender main springs 2) tender sway bar 3) AHC hydraulic control
For the sake of discussion and assuming both provide arguably the same level of roll resistance and roll decoupling, I'll put some percentage of influence numbers against these. This is also simplifying AHC as it has several faculties within its abilities to influence posture which is why it has a large share of control.
Let's say:
LC - 1) spring 50% 2) kdss sway 50% ;
LX - 1) tender spring 25% 2) tender sway 25% 3) 50% AHC
LC can disengage the sway bar via KDSS so it's roll resistance can be reduced to just the 50% provided by the spring
LX can disengage AHC roll/warp resistance leaving 1) tender spring 25% + 2) tender sway 25% = or about the same 50%
My numbers are arbitrarily made up, but the reality isn't much different. As a cross check, we know the systems support comparable articulation as RTI scores put them neck and neck, or at the practical extents of the chassis suspension travel limits. 661 to 645, LC to LX respectively. I'd chalk the minor difference to the 18" vs 20" wheels.
And now you have monstrous tires on 17" wheels. The added track width also is a boon to RTI score. I'd bet your setup would put up some serious numbers. Maybe one day we'll figure out a way to measure that.
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- Thread starter
- #34
Well, I just bought a welder, so why not start learning by building a set of RTI ramps?
I think the 4 wheel parts up in Lynnwood has an rti ramp. If I’m ever back in office I plan to drop by over lunch and see what my Lx pulls. Figure since I don’t have the aero package and 20s it should be at least 650.
