LC 200/ LX 570 center of gravity

[Thegodmachine]

I have searched far and wide but I have been unable to find out the height of the LC200/LX570 center of gravity. I was actually reading about the GX when a couple people started discussing that it’s center of gravity is 18 inches high. It got me curious about a similar measurement for the LC200 but I have been unable to find one. Does anyone happen to know what it is in stock configuration?

I have ready many spots where people refer to it as having a high center of gravity. Given it’s intended uses, I would think a fair mount of effort would be put into keeping it as low as possible. It also would seem that the underside protection would further lower it. Any info would be appreciated.

 

[LBridges]

Can't say I know any numbers, but there is a method to determine several such numbers as generally important to a 4X4 that could do more than just roll to the side, but could also tip over in most any direction when rock crawling.

From fourwheeler.com

 

[TeCKis300]

In my time researching the 200-series, I've yet to come across specific metrics in regards to this.

I'll say in my modifications, keeping any eye on center of gravity is an important consideration. One can noticeably make a rig tipsy by not paying attention to it, and make it much more susceptible to rollovers, either off camber, or accident avoidance maneuvers.

Lifting a rig, almost 1 for 1, increases the center of gravity. Meaning that lifting 1" increases COG by 1". Putting heavy things high up, especially on the roof, raises the COG substantially.

There's some strategies to mitigate this. In lifting, one can rely partially on tire lift and suspension lift. Then combine that with a body lift, that keeps the heaviest of the mechanicals lower.

The LX570 has tricks with AHC to keep COG low in general usage, with manually selectable lift for clearing obstacles. Great for on road performance where a static lift will increase COG and decrease stability. It also lower by ~1" at freeway speeds (65mph).

 

[Fasternfaster]

I do t know the math off hand, but if you had some scales, you could check the level weight.. then raise one side up a few inches or a foot. And measure the weight again. Given how much weight transferred should tell you what the CG is. Actually.. you can do it without scales.. but it's not as accurate. Technical Articles

 

[SWUtah]

In my time researching the 200-series, I've yet to come across specific metrics in regards to this.

I'll say in my modifications, keeping any eye on center of gravity is an important consideration. One can noticeably make a rig tipsy by not paying attention to it, and make it much more susceptible to rollovers, either off camber, or accident avoidance maneuvers.

Lifting a rig, almost 1 for 1, increases the center of gravity. Meaning that lifting 1" increases COG by 1". Putting heavy things high up, especially on the roof, raises the COG substantially.

There's some strategies to mitigate this. In lifting, one can rely partially on tire lift and suspension lift. Then combine that with a body lift, that keeps the heaviest of the mechanicals lower.

The LX570 has tricks with AHC to keep COG low in general usage, with manually selectable lift for clearing obstacles. Great for on road performance where a static lift will increase COG and decrease stability. It also lower by ~1" at freeway speeds (65mph).

I would think increasing tire tread width over the OEM would help stability regarding rollover? Also staying with in some percentage range of OEM specs from a height standpoint would also contribute to the lower rollover chance?