The setup described above would not require trimming. I ran a 275/70/18 with 25mm wheel spacer.
LX570 AHC height modifications (lift it!) (6 Viewers)
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The setup described above would not require trimming. I ran a 275/70/18 with 25mm wheel spacer.
What is your choice of tire and wheel offset?
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Which wheel did you get with the 35mm offset?
Stock 18” at 60mm one inch spacers.
New member here. Recently picked up at 2013 LX570 and I'm are looking to do the AHC sensor lift. I've done a ton of research on this system so far and I keep going back and forth on whether to actually do the lift or not. LX will definitely get some good use off-road, but it's primary function will be to serve as the "family car" for weekend camping trips and what not.
Looking to do a mild sensor lift along with rear spring spacers only to keep AHC pressures within reason. Will likely max out the front sensors and do a partial sensor adjustment in the rear to keep rake in the .5" range. Was initially going to install the OEM front strut spacers, but have decided against this since we purchased an extended warranty with the car and want to be able to easily reverse any and all modifications in a single afternoon if need be. Among other reasons, we'd ideally like to keep the suspension closer to stockish for our 10,000 mile cross-country trip we have planned in August.
So my questions are:
- Has anyone installed a REAR only spacer in excess of the 10mm OEM Toyota Spacer (P/N: 48373-60010)? If so, do you have a link of part number? I fear the 10mm may not be enough with a rack/RTT/Fridge/gear/3 passengers/no 3rd row.
- If I'm understanding how this system works, we are looking to lower AHC pressure specifically output from the pump, so is it safe to say that regardless of where the spacers are being placed (front or rear), total pressure will for the most part, be equally reduced with a rear spacer alone? (Example: My thought process here was to add 10mm front and 10mm rear spacers to reduce AHC pressure by X amount. Can the same reduction of pressure, X, be achieved with a larger 30mm rear only spacer?) Obviously, not an exact ratio from front to rear and for arguments sakes, let's ignore the fact that front/rear spring rates will differ from this method.
Seems like this suspension platform has been a large learning curve for a lot of members on here. With all the variable that come into play, it seems like finding the perfect lift/spacer setup will only be found from trial and error. Hopefully I can add some insight down the line as well.
Looking to do a mild sensor lift along with rear spring spacers only to keep AHC pressures within reason. Will likely max out the front sensors and do a partial sensor adjustment in the rear to keep rake in the .5" range. Was initially going to install the OEM front strut spacers, but have decided against this since we purchased an extended warranty with the car and want to be able to easily reverse any and all modifications in a single afternoon if need be. Among other reasons, we'd ideally like to keep the suspension closer to stockish for our 10,000 mile cross-country trip we have planned in August.
So my questions are:
- Has anyone installed a REAR only spacer in excess of the 10mm OEM Toyota Spacer (P/N: 48373-60010)? If so, do you have a link of part number? I fear the 10mm may not be enough with a rack/RTT/Fridge/gear/3 passengers/no 3rd row.
- If I'm understanding how this system works, we are looking to lower AHC pressure specifically output from the pump, so is it safe to say that regardless of where the spacers are being placed (front or rear), total pressure will for the most part, be equally reduced with a rear spacer alone? (Example: My thought process here was to add 10mm front and 10mm rear spacers to reduce AHC pressure by X amount. Can the same reduction of pressure, X, be achieved with a larger 30mm rear only spacer?) Obviously, not an exact ratio from front to rear and for arguments sakes, let's ignore the fact that front/rear spring rates will differ from this method.
Seems like this suspension platform has been a large learning curve for a lot of members on here. With all the variable that come into play, it seems like finding the perfect lift/spacer setup will only be found from trial and error. Hopefully I can add some insight down the line as well.
front spacer lift on IFS is roughly doubled, so a 10mm front spacer will net around 20mm effective.
Did the sensor lift on both fronts on my 2011 LX but the front driver side sits a little over 3/4" lower than the passenger side. Tried to use HOU in techstream v12 on perfectly level ground but no matter how many times I increase the LF I can't get it to change. I know some variation is normal but the difference is enough to immediately be apparent. Anything else I should try?
So! YOU are the person that keeps giving those extended warranty companies hope that someone will buy one?! YOU are to blame for why I keep getting calls, emails, texts, and snail-mail offers! My name is BigMF, you got an extended warranty, prepare to die!
(hopefully, there is at least one other Princess Bride fan on here)
I'm far form an expert on this topic. But nothing about your use case suggests that you need spacers to offset preload / AHC actuator pressures because of weight. (eg not adding steel bumpers and large amounts of fuel/water). The biggest reason for spacers in your use case would be to offset any changes you made to the sensors to lift height, which would allow you to bring the suspension back into factory pressure/preload. Lifting with sensors decreases spring preload and puts more load on the actuators. Also, lifting without adding spacers adds the negative impact of reduced droop when off-road and trying to flex for traction.
I don't imagine you can "offset" preload/AHC pressures by adding extra to one axle and not to the other. In fact, in my uneducated estimation, adding extra to one axle would make the other axle worse, since the lifted axle would be pushing against the unlifted axle (in practice this may not be the case).
The only real world experience I have is that I did lift all my sensors to max and drive it that way for about a week. It rode like a 19th century wagon, so I moved my sensors back. I bought the front spacers but have yet to install them. I plan to install those spacers then move the front sensors to level just a little and call it a day.
As has been stated here before, the best way to lift an LX is with bigger tires. The LX can fit a pretty large tire with a modicum of work and this gives you real-world improved ground clearance and doesn't affect suspension preload or droop. Also works great with your stated goal of being able to revert changes in a short period of time.
I agree with this. I pull a 6800 lb camper at least 10k miles a summer all over Alaska. Between tongue weight from the WD hitch, people and gear, I’m at and extra ~1600-1800lbs on my ‘13 LX. I’m at almost 90k miles with probably over 50-60k of those miles towing. No issues with AHC.
I do some fairly technical off roading. I didn’t do a sensor lift or spacers, but am running 33” tires for my “lift”. I’m considering rear spacers due to my many towing miles.
Right, I’m just trying to get a better understanding of how the system works. Figured 1 hydraulic pump, 4 corners, pressure must be even across all 4 corners? Would 100% agree that doubling up on spacers on a certain axle isn’t going to be ideal for handling characteristics, just using it as an example. It sounds like Lexus may be underrating the LX’s payload from the factory to be honest if you guys are hauling some rather heavy loads.
I already have some 295/70/17 (33.3”) tires and wheels on the way, so that’s about an 1” of lift right there over stock. I guess the pro move here is going to be to install the tires and see how that drives and feels. Will then adjust the sensors and see if the ride becomes too harsh. Will need an alignment anyways, so it won’t hurt to try it out.
The system is far more complicated than a pump and 4 actuators all sharing a single pressurized system.
I think you are on the right track with doing tires and seeing where it lies. If you haven’t yet, a fluid flush of the system is a great idea, and depending on mileage/age, accumulators are in your nearish future. I think a properly functioning AHC is the most important thing. The beauty in the system is that you don’t need static lift, as you can dial it in when you need it and then go right back to stock when you don’t. The system will give you around 3” of lift when you need it. Plus 1-1.5” of tire lift and you are at 4” over stock. LC owners pay good money to get 4” of lift..
Agree with others that your use case, while heavy enough to warrant upgrading suspensions on statically sprung systems, isn't going to tax the AHC system. It's exceedingly robust and has reserves well beyond what's stated in the manual. From my experience, capable to about 1800lbs payload stock before it can't lift to H on demand. Still can go beyond and operate perfectly fine if one doesn't need H. About 2000lbs payload before it won't maintain constant N height as is transfers some load to the coil springs (just as a static suspension rig does sitting lower than stock when laden).
There's several documented strategies for expanding the payload bandwidth to maintain H on demand, or maintain constant N height, while very heavy. The easy button would be 20mm spacers to rear springs. It will perform as stock without any load. Expand payload or compensate and maintain pressures if sensor lifting.
There is no issue modifying front or rear axles individually. While the system shares a single high pressure pump, it doesn't mean the two axles share a common circuit. Note that the lifting is done separately front vs rear in sequence. Though there is front to rear interaction and KDSS like cross linking through internal diaphragm valves, it won't be impacted by spacers.
I've done the spacers in multiple phases as I explored upgrades of the system and it has never been negatively impacted. 10mm rear, 20mm rear, sensor lift with OEM front shock spacers with 30mm rear, airbags. Each phase has only added additional payload capacity while maintaining all the goodness of the system. I've put my rig on a scale and know I'm heavy when laden for trips. 3300lbs front axle, 4950lbs rear axle, or 8250 lbs total. Major weight adders are 12.5LRA aux tank, Slee sliders, 35x12.5s, and then my 1200lb tongue Airstream 27FB (~8000lbs weight). 1" F and .75 R sensor lift.
Might as well add a pic since I'm on a road trip now
There's several documented strategies for expanding the payload bandwidth to maintain H on demand, or maintain constant N height, while very heavy. The easy button would be 20mm spacers to rear springs. It will perform as stock without any load. Expand payload or compensate and maintain pressures if sensor lifting.
There is no issue modifying front or rear axles individually. While the system shares a single high pressure pump, it doesn't mean the two axles share a common circuit. Note that the lifting is done separately front vs rear in sequence. Though there is front to rear interaction and KDSS like cross linking through internal diaphragm valves, it won't be impacted by spacers.
I've done the spacers in multiple phases as I explored upgrades of the system and it has never been negatively impacted. 10mm rear, 20mm rear, sensor lift with OEM front shock spacers with 30mm rear, airbags. Each phase has only added additional payload capacity while maintaining all the goodness of the system. I've put my rig on a scale and know I'm heavy when laden for trips. 3300lbs front axle, 4950lbs rear axle, or 8250 lbs total. Major weight adders are 12.5LRA aux tank, Slee sliders, 35x12.5s, and then my 1200lb tongue Airstream 27FB (~8000lbs weight). 1" F and .75 R sensor lift.
Might as well add a pic since I'm on a road trip now
1world1love
SILVER Star
I have a 2013 LX with front and rear bumpers, swing outs, winch, roof rack, drawer system with fridge, sliders, etc, and I can confidently say that you do not need to think about spring spacers at this point. I have taken my truck on some pretty intense trails while fully loaded and I just completed a cross country trip with the family, dog, and an insane amount of stuff. AHC has never blinked at any of it. It still raises and lowers as normal and rides like a Lexus on the highway.
And since teckis300 posted a pic -
1world1love
SILVER Star
I should also add that I have not done any sort of lift.
1world1love
SILVER Star
I saw your pic from the lx thread and wondered if you had left the trailer at home. Looks like a great base camp.
Been fortunate to have such a base camp. Can't say I don't love it as it's a relaxing space to unwind, being a familiar and comfortable home away from home. A nice way to blend the two hobbies, and a solid partner to the LX. I'm still amazed that the LX can go from an incredibly competent tow vehicle for a larger travel trailer, to a flexy slinky off-road beast. I have a friend that has sought and purchased the same combined LX570 and AS 27FB rig last year, and I can't wait until we both roll out together after these covid times, perhaps later this year.
Sorry if this picture is off topic
1world1love
SILVER Star
Totally on topic because to have a base camp like that you probably want spring spacers
Good to hear that you haven't had any issues long term with the various suspension setups you've experimented with and with that level of towing. I estimated our total weight to be in the ball park of 850-900 lbs including all passengers which seems to be a drop in the bucket compared to what some of you guys are hauling. Sounds like I'll be in the clear, regardless of sensor lift/spacers or not.
I'll report back here in a few weeks once the wheels/tires arrive and if I decide to move forward with the AHC sensor lift along with which route I end up taking with it. Based on your experience, sounds like I can't really go wrong with either setup.
