I may be able to get an extra inch or two out of a traditional suspension in the LC
I'd like to challenge this notion as it's a common perception. Actually a misconception, because when it comes to lift clearance, AHC has the advantage.
Consider that on an LC with static suspension, max lift is constrained by the need to maintain droop travel, manageable suspension geometry (UCAs), and CV angles (diff drop). This puts max suspension lift somewhere in the realm of 3". Even with all the (fixings), perhaps 3.5", but much above that, stability and drivability goes out the door.
Then consider that 3" static lift, isn't really 3" once laden with off-roading and overlanding gear. Likely much closer to 2.5" at that point.
AHC stock, can already provide that kind of clearance. AHC is also constant height lift, regardless of load, so you'll never see less than spec'd clearance when geared up.
Now let's talk about modding AHC.
With a 10mm wrench and 10 minutes, one can apply much more lift than you'll typically see in any modded LC. Basic sensor lifts can increase reference AHC height by ~2". That adds to every position listed above by ~2". That puts AHC lifts in a range that you just won't see in an LC.
As an aside, some LX owners complain that AHC high mode will drop at speed. That's not completely true. Using low-range is the trick. AHC will keep overall ride height 1"-2" above normal stock when used like this. And will dynamically adjust for speed which is a good thing I find when running for example desert washes. It raises as I slow down for obstacles, and settles down for higher speeds as things flatten out. Allowing for stability or clearance as needed. Having things super jacked up running at high speed is not particularly helpful. If one wants more lift and compression travel, do the sensor lift, at which AHC now runs 2"-4" higher than stock ride height. AHC also dynamically adjusts damping, which will firm up either manually via "sport", or as it detects large-amplitude suspension motions.
