Hey
@KLF ,
@bloc ,
@TeCKis300 et al, have you guys seen this kit from Superior Engineering in Australia:
Superior Remote Reservoir 2.5 3 Inch Lift Kit Suitable For Toyota Landcruiser 200 Series | Superior Engineering
This one is 3 to 4 inches and can do a 35" tire. They also have 0 to 2 inch kits. This one comes with a bunch of drivetrain goodies to correct for various geometry issues, including CV angles.
I'm almost wondering if it's good to just go 3" and have flexibility in place for whatever I find works best down the road -- no pun intended.
Anyone have thoughts on these kits?
Been away overlanding in Death Valley with no connection, but I'm back. Happy Thanksgiving all.
I'm with others and not particularly excited about this kit, which throws the kitchen sink at the vehicle. It may be an easy button, but there's some fundamental things I stick to when I build. Less is more and keeping as many OEM parts as possible is my preference. When things fail off-road in remote places, and they will, they almost always tend to be aftermarket stuff. OEM parts are the only ones that go through true long term validation tests, quality manufacturing processes, and are easier to source in a pinch.
3" lift is huge and puts the suspension at angles which no matter what adjustment is provided here, does not address the LCA at steep angles, rear panhard at steep angles, which ultimately result in sloppy handling with toe steer, side to side wandering, and weird jacking forces as the suspension cycles. 2" or less is where one wants to be if handling is a priority IMO. On and high speed off-road.
I stand by my recommendations in an
earlier post. Your desires for suspension aren't much different to what most people want. Yet it's tough as there's a certain want to throw many things, shiny things, at it in trying to make things better. Adjustability is a double edged sword and I'd be careful going down the slippery slope for more, rather than designed and tuned right from the get go. My personal and professional approach in building complex platforms is that it should be addressed as an overall system, understanding use case, and not forgetting about less sexy aspects that are important to the overall setup. Things like highway use, NVH, durability, service intervals, replacement parts, etc.
More thoughts
- GVM/payload upgrades may be counterproductive to good off-road compliance and articulation. Watch the spring rates
- Lift does not in itself mean better ride or handling. Obstacle clearance and suspension performance may be different things.
- Lift with a combination of tire and suspension. More tire IMO, less suspension. To get both clearance and handling. High speed washboard and gravel tracks can be better tamed with low pressure in large diameter tires.
- Offset and scrub radius are critical dimensions to good handling and performance. I'm disappointed to hear Ben's comments as this is some of the more important things that seasoned and successful racers pay attention to. You'll know it's wrong when putting down the power and there's torque steer, the steering constantly tugs, on pavement and the tires are squealing and breaking traction, or going down a rock garden and your steering is trying to rip itself out of your hands. It's also unnecessary wear/tear on the steering rack.
I may have mentioned earlier but this is the build I would recommend as a template
SLIDERS AND SUSPENSION The next two items were big ones - sliders and suspension. I've had nothing but excellent experiences with the @sleeoffroad standard slider, so that was an easy choice. I prefer the slimmer design compared with the LX version, but I've seen those up close and they are a...
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