I was always impressed by the size and girth 
of many 100 Series parts compared to their earlier counterparts. Of course weight also increased along with horsepower/torque so it was a given that things needed to improve. Minor stuff like 29 spline flanges, 32 spline shafts, massive CV's and ball-joints, etc. I've replace about everything in that realm on 100's over the years, either my own and/or customers and while we are not a full-time service shop, we still do plenty of installs and supply parts for customers all over the globe working out these issues.
Fast forward to the 200 and it's a whole new platform, different suspension, very different drive train and much more hp/torque and often weight thus we are right back to learning the things that are going to fail. The Canguro Racing 200 has been an absolute rock solid test platform, it is seeing absolute punishment and we do a post-race tear down and inspect everything, bushings, links, steering, leak down, trans pressure, ring and pinions, shocks, frame, etc. I think the failures we see in 1000 miles are going to be the things we see fail on off-roaded 200's during the course of their service life as well.
So, where am I going with this? As we (Cruiser Outfitters hat here) start stocking more and more 200 specific parts I find it really interesting to place them side by side with their 100 Series counterparts just to illustrate the improvements and I think to be fair in some cases un-improvements.
Lower Ball-Joints. They can and do fail, fortunately they generally give you ample notice (play) for a long time before they do fail. Would I want to do one on the trail? Nope... but I have. I've carried a spare LBJ/UBJ in my 100 for years and will do so in the 200.
100 vs 200 LBJ
Now to be fair the size is a bit deceiving as the 200 one is mostly the same at critical dimensions such as shank size, thread, the length is just much taller. But they feel bigger
of many 100 Series parts compared to their earlier counterparts. Of course weight also increased along with horsepower/torque so it was a given that things needed to improve. Minor stuff like 29 spline flanges, 32 spline shafts, massive CV's and ball-joints, etc. I've replace about everything in that realm on 100's over the years, either my own and/or customers and while we are not a full-time service shop, we still do plenty of installs and supply parts for customers all over the globe working out these issues. Fast forward to the 200 and it's a whole new platform, different suspension, very different drive train and much more hp/torque and often weight thus we are right back to learning the things that are going to fail. The Canguro Racing 200 has been an absolute rock solid test platform, it is seeing absolute punishment and we do a post-race tear down and inspect everything, bushings, links, steering, leak down, trans pressure, ring and pinions, shocks, frame, etc. I think the failures we see in 1000 miles are going to be the things we see fail on off-roaded 200's during the course of their service life as well.
So, where am I going with this? As we (Cruiser Outfitters hat here) start stocking more and more 200 specific parts I find it really interesting to place them side by side with their 100 Series counterparts just to illustrate the improvements and I think to be fair in some cases un-improvements.
Lower Ball-Joints. They can and do fail, fortunately they generally give you ample notice (play) for a long time before they do fail. Would I want to do one on the trail? Nope... but I have. I've carried a spare LBJ/UBJ in my 100 for years and will do so in the 200.
100 vs 200 LBJ
Now to be fair the size is a bit deceiving as the 200 one is mostly the same at critical dimensions such as shank size, thread, the length is just much taller. But they feel bigger
