Replacing lower control arm "No. 2 Bushing" (1 Viewer)
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Eyedaho
SILVER Star
I’m not sure that number of spacers is optimal for the integrity of that bushing to mount seating. It leaves more bushing outside the mount which might be a stress point for failure of the mount. Time will tell.
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2001LC
SILVER Star
That was and is my concern! How many, is to many spacers.
The first one I did with 3 spacers a few years back, has not come back. So I can only assume, all is still good. I've only heard back once, from that rigs owner. He said "for the very first time, steering did not pull to one side". He was happy! I'll add, it's a heavy built used for off road in places like Colorado & Alaska.
2001LC
SILVER Star
Rule of thumb. When lubing threads, decrease torque 20%.
I've been trying to wrap my head around the spacer issue - the above picture seems to clarify:
There is no spacer under the left (front?) of the bushing, so it protrudes too far through the frame for the LCA to clear it. By adding spacers the bushing can be less deeply seated, so it protrudes out the back less, and a LCA with a slightly smaller spread can be mounted.
Correct?
2001LC
SILVER Star
Correct!
It can be either the LCA or the Frames spread, that's being corrected for fitment. By adding spacer to get a relaxed fit.
I found the need for more spacers twice. Both times, a new or replacement LCA was used. Both times it was only on left side. Both times evidence of impact, to left side front of vehicle frame and or LCA.
In the one, where a new LCA with 3 spacers added. Driver/owner said afterwards; "steering stop pulling to one side, for the very first time".
In one I just did with a restored LCA. LCA would have had the most relaxed fit, using 4 spacers. But only 2 spacers used. It was a battle installing LCA. A battle won, with crowbars to force (sideways) rubber of bushing into submission.
2003 LX470 here.
Just finished up replacing upper and lower control arm bushings and ball joints. Toyota bushings and 555 ball joints. I understand why we torque the control arm bushings with the rig on the ground. I tried a different approach and wanted to see if anybody thinks it was foolish.
Part of the issue with torquing with the rig on the ground is accessing the number two LCA bolt behind the torsion bar. To overcome this, I left the torsion bar disconnected, put my floor jack under the lower control arm, and jacked up the spindle until the center of the CV was 19 3/4 in from the wheel arch. At this point I aligned my paint pen marks on the upper control arm bolts, and torqued everything to spec. Then I lowered the spindle back to full droop and attached the torsion bar and cranked it to the spot I measured before removal.
I'm curious to hear thoughts about if my bushings could be stressed in some weird way I'm not thinking about right now? I've only done the passenger side, will be doing the driver's side in a couple weeks and want to do it a different way if there's a potential problem with my first method.
Just finished up replacing upper and lower control arm bushings and ball joints. Toyota bushings and 555 ball joints. I understand why we torque the control arm bushings with the rig on the ground. I tried a different approach and wanted to see if anybody thinks it was foolish.
Part of the issue with torquing with the rig on the ground is accessing the number two LCA bolt behind the torsion bar. To overcome this, I left the torsion bar disconnected, put my floor jack under the lower control arm, and jacked up the spindle until the center of the CV was 19 3/4 in from the wheel arch. At this point I aligned my paint pen marks on the upper control arm bolts, and torqued everything to spec. Then I lowered the spindle back to full droop and attached the torsion bar and cranked it to the spot I measured before removal.
I'm curious to hear thoughts about if my bushings could be stressed in some weird way I'm not thinking about right now? I've only done the passenger side, will be doing the driver's side in a couple weeks and want to do it a different way if there's a potential problem with my first method.
A number of us have done the same thing. You’ll be fine.
Thanks @2001LC and @y5359 for posting about your conundrum with the spacers. I'm in progress with this job and it looks like that I too am about to join the three spacer club!
I purchased new OEM LCAs from Toyota of Decatur during one of their mega-sales. I slowly made my way through the RH side first, installed a new No2 with 1x new spacer, and the new LCA slid right in.
Then I got to the LH side, pushed in the new bushing with one new spacer, and went to try and install the LCA and sure enough, it wouldn't fit! Thank goodness for this thread or I would have thought I was going crazy. I added on the two extra spacers I had from the two old bushings and installed it again, and the LCA fits much better. Not quite as good as the RH side, but still much better than before.
I took some rough measurements and it does appear the new LCA is about 3/8" narrower (maybe 1/4") than the old one?!?!
And just as a reference point I never had any alignment or pulling issues before, and it doesn't appear this LX has ever been in an accident. So I'm inclined to think this might be more of a LCA manufacturing issue as suggested by @abuck99? Who knows!
Anyway, I get how this is not ideal, but not sure what else to do here. I think I'm going to give this a shot unless anyone has a better idea!
I purchased new OEM LCAs from Toyota of Decatur during one of their mega-sales. I slowly made my way through the RH side first, installed a new No2 with 1x new spacer, and the new LCA slid right in.
Then I got to the LH side, pushed in the new bushing with one new spacer, and went to try and install the LCA and sure enough, it wouldn't fit! Thank goodness for this thread or I would have thought I was going crazy. I added on the two extra spacers I had from the two old bushings and installed it again, and the LCA fits much better. Not quite as good as the RH side, but still much better than before.
I took some rough measurements and it does appear the new LCA is about 3/8" narrower (maybe 1/4") than the old one?!?!
And just as a reference point I never had any alignment or pulling issues before, and it doesn't appear this LX has ever been in an accident. So I'm inclined to think this might be more of a LCA manufacturing issue as suggested by @abuck99? Who knows!
Anyway, I get how this is not ideal, but not sure what else to do here. I think I'm going to give this a shot unless anyone has a better idea!
