Point of this thread is to serve as a repository for 200-series AHC info, including LX570 and LC equipped with AHC (in select global markets).
Let’s begin with a theory. The 200-series LC (without AHC) and the LX570 (or LC with AHC) are like New York & LA. LC “purists” are like New Yorkers, going on and on about the virtues of “tried and true” spring setups, but in order to enjoy their springs, they seem to have a need to talk some smack about LA/LX with its “over-the-top” hydraulic suspension, “unnecessarily complex” design, and high “cost of repair.” New Yorkers, in other words, make a hobby out of kicking LA in the shins.
LA folks, on the other hand, try to emphasize how similar LA is to New York — how similar the capability of the LX570 is to the capability of the non-AHC “cruiser” — we all know this anxiety LX folks have when they pull up next to a Land Cruiser. “One is a proper ‘off-road tank;’ the other is a ‘mall cruiser.’” But once LA/LX folks get over their anxiety, you don’t really hear a lot of “New York” bashing. There are differences and similarities, but LX folks are like Angelenos, they seem to be out enjoying their AHC-levitating rigs. After a ten-year model run, there don’t seem to be the catastrophic tales of woe we all imagined were “just around the corner”.
With a decade under its belt, it may be time to admit that the LX570 AHC system is just brilliantly engineered and built, working well across a dizzying range of climates, terrains, and rig stresses.
Below are some links to tech basics (including excellent schematics and repair guides). There is far too much new terminology and technical jargon to try to do anything like a “glossary” on AHC parts, and there’s been some confusion even about what to call the shocks/struts on the LX, given that they are hydraulic and come with so-called “actuators” — so rather than do that, what I learned is that it’s just easier to start familiarizing yourself with the diagrams and peeking under the running boards, to get a sense of how this part of the machine is supposed to work:
REAR SUSPENSION REAR SUSPENSION: REAR SHOCK ABSORBER: INSTALLATION (2008 LX570) (courtesy of another thread on this forum, can’t remember which)
There are a few links I’ll need to look around for, and will post as comments to this thread. There’s a 40-page .pdf floating around somewhere that attempts to explain the inner workings of the AHC, and it’s dense stuff. Some of the most candid assessments by mudders are those that are from folks with engineering backgrounds and so on, who write that’s basically, this stuff is “over our heads.” A lot of that probably has to do with the electrical engineering / coding that runs the whole system, specifically auto-leveling programs, load-balancing programs, traction-control programs, etc. It’s complex machinery, like a top-of-the-line Seiko watch.
Like that Seiko watch, what we all expect from the AHC is smooth & consistent operation. That only comes with time and trust in a particular rig after progressively rougher exploitation. In a separate comment, I’ll share some of the things I did in order to build up trust in the suspension components, and it’d be valuable to hear advice from mudders who bought into the 200-series AHC trip, especially when buying used —
If the AHC-equipped rig you’re looking to buy is leaking suspension fluid from these spots, chances are, you’ll be learning a LOT about hydraulic suspensions in the coming months/years. For most folks, this will mean “run!” For others, it can signal opportunity.
Let’s begin with a theory. The 200-series LC (without AHC) and the LX570 (or LC with AHC) are like New York & LA. LC “purists” are like New Yorkers, going on and on about the virtues of “tried and true” spring setups, but in order to enjoy their springs, they seem to have a need to talk some smack about LA/LX with its “over-the-top” hydraulic suspension, “unnecessarily complex” design, and high “cost of repair.” New Yorkers, in other words, make a hobby out of kicking LA in the shins.
LA folks, on the other hand, try to emphasize how similar LA is to New York — how similar the capability of the LX570 is to the capability of the non-AHC “cruiser” — we all know this anxiety LX folks have when they pull up next to a Land Cruiser. “One is a proper ‘off-road tank;’ the other is a ‘mall cruiser.’” But once LA/LX folks get over their anxiety, you don’t really hear a lot of “New York” bashing. There are differences and similarities, but LX folks are like Angelenos, they seem to be out enjoying their AHC-levitating rigs. After a ten-year model run, there don’t seem to be the catastrophic tales of woe we all imagined were “just around the corner”.
With a decade under its belt, it may be time to admit that the LX570 AHC system is just brilliantly engineered and built, working well across a dizzying range of climates, terrains, and rig stresses.
Below are some links to tech basics (including excellent schematics and repair guides). There is far too much new terminology and technical jargon to try to do anything like a “glossary” on AHC parts, and there’s been some confusion even about what to call the shocks/struts on the LX, given that they are hydraulic and come with so-called “actuators” — so rather than do that, what I learned is that it’s just easier to start familiarizing yourself with the diagrams and peeking under the running boards, to get a sense of how this part of the machine is supposed to work:
REAR SUSPENSION REAR SUSPENSION: REAR SHOCK ABSORBER: INSTALLATION (2008 LX570) (courtesy of another thread on this forum, can’t remember which)
There are a few links I’ll need to look around for, and will post as comments to this thread. There’s a 40-page .pdf floating around somewhere that attempts to explain the inner workings of the AHC, and it’s dense stuff. Some of the most candid assessments by mudders are those that are from folks with engineering backgrounds and so on, who write that’s basically, this stuff is “over our heads.” A lot of that probably has to do with the electrical engineering / coding that runs the whole system, specifically auto-leveling programs, load-balancing programs, traction-control programs, etc. It’s complex machinery, like a top-of-the-line Seiko watch.
Like that Seiko watch, what we all expect from the AHC is smooth & consistent operation. That only comes with time and trust in a particular rig after progressively rougher exploitation. In a separate comment, I’ll share some of the things I did in order to build up trust in the suspension components, and it’d be valuable to hear advice from mudders who bought into the 200-series AHC trip, especially when buying used —
- How would you recommend prospective buyers test the system during their pre-purchase inspections?
- What are good post-purchase “preventative maintenance” suggestions for folks who are new to 200-series AHC?
- What are absolute “No-No” suggestions, in other words, mistakes you might have made that you want others to avoid making.
- Etc.
If the AHC-equipped rig you’re looking to buy is leaking suspension fluid from these spots, chances are, you’ll be learning a LOT about hydraulic suspensions in the coming months/years. For most folks, this will mean “run!” For others, it can signal opportunity.