3rd gen 4runner long travel vs sas

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SAS vs. Long travel?

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As far as price, which is cheaper? If I went LT It would just be a chaos front end, deavers in rear. I'm getting a 4runner this week and have plans for it, I just don't know what they are yet. haha  

to get a decent suspension set up, i believe long travel is gonna be cheaper and easier... Also what do you plan to do with your rig, thats a big thing on making the decision.  

crolison said: what do you plan to do with your rig, thats a big thing on making the decision. Click to expand...

Both will be expensive. A sas can be done on the cheap if you can weld/fab up everything yourself, but it still isnt cheap  

personally i like ifs long travel because you have the option of but high speed wheeling and crawling, SAS kinda just limits you to crawling, i mean yea you can do high speed stuff but ehh, so if you can afford LT do it!  

I'll add to the concensus that you need to figure out how it's gonna be used first. If you're gonna crawl, you probably don't want an 8" wider front end trying to fit between rocks and stuff, and won't be all soft and flexy. If you're gonna be running 80mph you don't want a floaty, flexy front with no IFS.....  

It's actually gonna spend a lot of time on the freeway for snowboarding. I've always wanted a long travel but I thought an SAS would be cheaper. (and all my buddies ave straight axles) I do all the work myself as far as welding and fabbing. And I do more high speed than low speed stuff. I just want a good lift, no drop brackets or ball joint spacers ot anything.  

how much are you willing to spend?  

i've read LT can be about 1/2 the price of SAS....sometimes 1/4. but i guess it depends on which axles you use and stuff. i don't know anything about SAS stuff...lol  

yea ive never heard of anything like that.ihelped out on 3 sas buildsand i got tc gen. III on my 91. you can find a yota solid axle for a few hundo. its about 1500 bucks for the whole sas kit that included cross over steering. most of the crap like spring hangers can be made for wicked cheap. and all you need is leafs. i got over 5k in my front end alone. but for a simpler set up your lookin at 3k minumin. ive seen sas conversions done for a little over a grand. haha  

I guess a SAS COULD be done for "a little over a grand", but honestly, you have a front end that is no stronger and doesn't flex much better than stock IFS. To do it RIGHT you're looking close to 3 grand with highsteer, gears/lockers, and Longfields. IMHO, longtravel IFS is the best solution for an "all around" truck. Will drive great on the street (whether paved or not) almost guaranteed, which is not necessarily the case with a SAS. You will have plenty of travel for most rockcrawling, and I TOTALLY disagree with the above statement about the width - look at all the guys wanting to do full width axle swaps for crawling!  

I just pissed myself from that picture of the FJ....  

That bump stop close to touching at full droop makes me think that probably doesn’t work so well.  

haha yea i never said anything about"me" buildin a rig for a grand. that shit was janky as all hell. cheap aint good and good and cheap, but it can be done. and good fab skills and general knowledge can overide the quality of a budget build. and spending over 5k on a silly axle is no less than retarded. run a damn dana 60, shorten the axle tubes with some chromo shafts and beefy spindals and it would be indistructable and sure as hell cost less than whatever you got goin on. that double cab is truely a work of art tho.  

Got a build thread for The Beast? BSI, you argue like my girlfriend :flipoff4:  

Yes! http://www.ttora.com/forum/showthread.php?t=12383 I'm trying to update it right now so please be patient.  

holy crap are you serious. well im gonna go ahead and stick my foot in my mouth. that still seems like a lot tho.  

The housing is absolutely the cheap part. You start adding the locker, high-steer arms, gears, axle shafts, u-joints, hubs, diff cover, rebuild: bearings, seals, brakes. The price just climbs up. I am building a 'mild' rear axle, and yes, I'm using top parts, but it will be over $3k -and that is with sourcing some used pieces (locker, 3rd housing). Can it be done cheaper? Yes. Can you build an axle for $1k...only if you have absolutely everything fall into place for you, and you can do all the work yourself....and it may be that it takes a person a while to get a 'deal' on all the various pieces and parts to make a low buck quality axle happen... time is a big variable in the cost.  

Maybe you're right that was a bit harsh :lmao:  

Super Pac Man said: Nice, build but do you have a build for the FJ? Click to expand...

there's a guy down here that did a sas for under a grand...his dad's truck took a dump and he pulled the axles out (dodge d60 front i think) and traded a lot of stuff and work to get the shafts and joints....then a guy one of the 4 wheel shops ordered a front locker (cheap lockrite i think) and gears for the same axle but never paid for em or picked em up so he got those super cheap...he fabbed up all the other stuff himself. lucky bastard, it can be done but like someone said...ALL the chips have to fall into place  

yep, it's not a cheap swap...  

my :2cents: 4x4 longtravel is the best you can get  

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3rd Gen 4runner Long Travel: Enhancing Off-Road Performance

When it comes to off-road adventures, having the right equipment can make all the difference. The Toyota 4Runner has been a popular choice among off-road enthusiasts for its ruggedness and reliability. For 3rd gen 4runner long travel owners looking to take their off-road capabilities to the next level, upgrading to long travel suspension can be a game-changer with   Travelgenus .

Table of Contents

Understanding Long Travel Suspension

What is Long Travel Suspension?

Long travel suspension refers to a modified suspension system that allows for increased wheel travel. It enables the wheels to move up and down more than the stock suspension, which is beneficial when navigating uneven and challenging terrains.

Benefits of Long Travel Suspension

Long travel suspension offers various advantages, making it a sought-after upgrade for off-road enthusiasts . The increased wheel travel allows for better traction, improved handling, and reduced strain on the vehicle during extreme maneuvers.

How it Enhances Off-Road Performance

With long travel suspension installed, 3rd Gen 4runner Long Travel gains the ability to tackle rough terrains with ease. It provides better articulation, meaning each wheel can move independently, keeping more of the tire in contact with the ground. This results in improved grip and stability, essential for off-road outdoor adventures .

Evolution of the Toyota 4Runner

Overview of Different Generations

Toyota has a long history of producing reliable off-road vehicles, and the 4Runner has seen several generations of development. Each generation brought enhancements in performance, comfort, and off-road capabilities.

Introduction of the 3rd Gen 4Runner Travel

The 3rd gen 4runner long travel, produced from 1995 to 2002, is a highly regarded model among off-road enthusiasts. With its body-on-frame construction and sturdy build, it provides an excellent platform for off-road modifications.

Key Features and Specifications

The 3rd Gen 4runner Long Travel came with various features, including a potent V6 engine, four-wheel drive, and ample cargo space. These features, combined with the long travel suspension, make it an ideal choice for adventurous souls seeking thrilling off-road experiences.

Advantages of 3rd Gen 4runner Long Travel

Increased Wheel Travel and Articulation

Long travel suspension allows the wheels of the 3rd Gen 4Runner long travel to move through a more extensive range of motion. This increased wheel travel helps the vehicle maintain contact with the ground, even in highly uneven terrains, ensuring maximum traction and a smoother ride.

Enhanced Stability and Control

The improved articulation and shock absorption of long travel suspension contribute to enhanced stability and control. This is especially valuable when tackling challenging obstacles, such as rocks, sand, or steep inclines.

Better Handling on Rough Terrains

Long travel suspension enables the 3rd Gen 4Runner to handle rough terrains more effectively. It reduces the impact of bumps and shocks, providing a more comfortable and controlled ride, which can be crucial during extended off-road trips.

Choosing the Right Long Travel Kit

Researching available options.

Before upgrading to long travel suspension, thorough research is necessary to understand the available kits and their specifications. Different kits might offer various features and levels of performance.

Factors to Consider Before Purchasing

When choosing a long travel kit for the 3rd Gen 4Runner, consider factors such as budget, intended usage, and compatibility with other off-road modifications you may have or plan to add.

Installing Long Travel Suspension on 3rd Gen 4Runner

Professional installation vs. diy.

Installing long travel suspension requires technical expertise. While some enthusiasts choose the DIY route, professional installation is often recommended to ensure the correct fit and functionality.

Step-by-Step Installation Guide

For those daring to install the long travel suspension themselves, here’s a brief step-by-step guide to the process. However, keep in mind that this is not a comprehensive guide, and professional guidance is strongly advised.

• Gather the necessary tools and equipment.
• Lift the 4Runner and secure it on jack stands.
• Remove the wheels and stock suspension components.
• Install the new long travel suspension components.
• Perform necessary adjustments and alignments.
• Test the new suspension for functionality and safety.

Maintaining Long Travel Suspension

Regular inspections and maintenance.

To ensure the long-lasting performance of the upgraded suspension, regular inspections and maintenance are essential. This includes checking for any signs of wear, addressing potential issues promptly, and lubricating moving parts.

Common Issues and Troubleshooting Tips

Even with proper maintenance, issues may arise over time. Being aware of common problems and having troubleshooting tips can help 3rd Gen 4runner Long Travel owners address minor issues and prevent further damage.

Off-Roading Tips for 3rd Gen 4Runner Long Travel Suspension

Safety precautions.

Off-roading can be exhilarating, but it also comes with inherent risks. Prioritize safety by wearing appropriate gear, traveling with a group if possible, and informing others about your off-road plans.

Exploring Different Off-Road Terrains

With long travel suspension enhancing its capabilities, the 3rd Gen 4Runner can tackle a wide range of off-road terrains. From rocky trails to sandy dunes, exploring different environments adds excitement to the off-road experience.

Pushing the Limits Responsibly

While long travel suspension opens up new off-road possibilities, it’s crucial to know the vehicle’s and driver’s limits. Pushing the boundaries responsibly helps prevent accidents and vehicle damage.

Personalizing Your 3rd Gen 4Runner

Accessorizing for off-road adventures.

Personalizing the 3rd Gen 4Runner with accessories designed for off-road use further enhances its capabilities. Items such as roof racks, winches, and off-road lights can be invaluable during excursions.

Adding Lighting Upgrades

Quality lighting is essential for safe off-roading, especially during night-time adventures. Upgrading the lighting system with powerful LED lights can significantly improve visibility.

Upgrading Tires and Wheels

Selecting the right tires and wheels for off-road use can impact the vehicle’s performance and ride quality. Choose tires with aggressive tread patterns for improved traction and consider beadlock wheels for added security.

Upgrading to long travel suspension can transform the 3rd Gen 4Runner into a formidable off-road machine. The enhanced wheel travel, improved stability, and better control open up new possibilities for thrilling adventures. When combined with proper maintenance and responsible off-roading, long travel suspension can elevate the off-road experience to new heights.

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Home of the SAS Rigs......

Discussion in ' General 4Runner Talk ' started by Ol'Blue , Jul 9, 2015 .

#1 Ol'Blue [OP] New Member

This will be the new home for all the SAS rigs of all Gens. Lets talk how they are built, what we use and pictures of the beauties. Build Thread on this beast.... Blue  

#2 Ol'Blue [OP] New Member

Let's go Paul. I know the BestGen is a Solid Axle truck. Lets hear the story and some of those pictures of Dish Pan and up at the lake. Blue  

#3 UssMoGn That Vegas Dude

I wanna be a SAS rig. Looking at Unimog portals.  

#4 Ol'Blue [OP] New Member

Those are Bad Ass.... We have a local company building something like that. They are just nuts crazy. Take a look. http://globalxvehicles.com/ Blue  

#5 UssMoGn That Vegas Dude

I used to own one. Had a good time. That's where my name came from . She was fun. Going to get another. Just one I can chop up and cage.  

#6 UssMoGn That Vegas Dude

#7 BestGen Member #57

Hey Brian, I wish my 88 was a SAS! I'm getting to the point where I'm really pushing the IFS to its limits but, you know, it's a toyota, it refuses to give in! (knock on wood!) Here's a couple shots from Dishpan. Notice us at the bottom. It's steep. The Waterfall is a biatch!  

#8 BestGen Member #57

Here's some from Holcomb Creek rock garden  

#9 ajohnson Glamorous

'87 runner, '85 axle trussed and gusseted with longfield super axles, TG hub gears, Trunnion bearing eliminator, ARP studs, LC high pinion diff and hydro assist. Sky swap kit with TG 4" springs and Billie 12" shocks. Build thread in the 1st gen section.  

#10 Ol'Blue [OP] New Member

BestGen said: ↑ Hey Brian, I wish my 88 was a SAS! I'm getting to the point where I'm really pushing the IFS to its limits but, you know, it's a toyota, it refuses to give in! (knock on wood!) Here's a couple shots from Dishpan. Notice us at the bottom. It's steep. The Waterfall is a biatch! Click to expand...

#11 BestGen Member #57

I have no doubt your rig would crawl right up no problemo! Andy's rig too. That black 87 is an inspiration for me. Both u guys need to come out west and run Dishpan Springs, Holcomb Creek, and especially John Bull(double black diamond)! Then we can hit Calico and Johnson Valley(KOH).  

#12 ajohnson Glamorous

I would love that. West coast wheeling looks like a lot of fun! I wish it wasn't so far  

#13 Ol'Blue [OP] New Member

I want John Bull for sure. You have to be careful because you will strait fall off rocks and body damage will ensure for cretin.  

#14 Ol'Blue [OP] New Member

ajohnson said: ↑ I would love that. West coast wheeling looks like a lot of fun! I wish it wasn't so far Click to expand...

#15 HHIRunner New Member

Ol'Blue [OP] said: ↑ Its not near as hard as the mid west. Those stupid trees always get in the way. Blue Click to expand...

#16 ajohnson Glamorous

Yea I am quite familiar with trees lol. Lost both mirrors and hit the passenger rear quarter at least 3 times in the trees with my old '85  

#17 BestGen Member #57

All u gotta do Andy is rent a motorhome, hitch up the trailer, and ROADTRIP!!! Hit Moab on the way! Ain't no wheeling tougher than the west son! U could swing up north and run the Rubicon. Then head east to the Rockies! Damn I'm gettin myself all riled up  

#18 ajohnson Glamorous

The motor home isn't a bad idea, haven't thought of that. I was considering renting a full size diesel to pull my junk to Moab next year, if I can get the money saved up.  

#19 Utah Misanthrope

ajohnson said: ↑ The motor home isn't a bad idea, haven't thought of that. I was considering renting a full size diesel to pull my junk to Moab next year, if I can get the money saved up. Click to expand...

#20 Ol'Blue [OP] New Member

New ORI struts fully rebuilt. New Fox 2.0s in the rear. Wow amazing the differance in the ride. Blue  

#21 Ol'Blue [OP] New Member

SAS guys- Any tips to get a better ride out of my rig? I have fresh shocks all the way around and a fresh rebuild on the ORI's. It is much better but still not there yet. Blue  

#22 ajohnson Glamorous

SA swap, TG taco width  

#23 BestGen Member #57

Can I have your old axle?  

#24 ajohnson Glamorous

BestGen said: ↑ Can I have your old axle? Click to expand...

#25 Ol'Blue [OP] New Member

Well apparently when the main power cable arks across the battery holder it's a problem. I was loosing all power every time I hit a bump. With a little digging I found it pretty fast. A trip to the local auto parts store to get some 6 gauge wire and a few other things. With in 15 minutes all issues were solved. Glad this was an easy fix this time. Next project. Pull heads off the other Rig. Ugh!!!! Blue  

#26 Bangers Runna New Member

Any SAS 4th gens?  

#27 Ol'Blue [OP] New Member

Bangers Runna said: ↑ Any SAS 4th gens? Click to expand...

#28 Bangers Runna New Member

Ol'Blue [OP] said: ↑ Matt- Is that a Mal I see in that picture in your Runner?????? Click to expand...

#29 Ol'Blue [OP] New Member

Great Dogs. I love German Dog. They are the best. I have two boxers  

#30 Ol'Blue [OP] New Member

No other SAS rigs here????  

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• Brand Specific Tech

3rd Gen 4runner - AWD mode w/ SAS

• Thread starter rockota
• Start date Jun 8, 2022
• Tags sas toyota

white collar hillbilly

• Jun 8, 2022

has anyone done one or attempted to keep the AWD mode? Mostly just curious if it could be done...  

flexy flatty

Red skull member.

It seems like it wouldn’t be much different than an 80 series land cruiser. I would lean towards wanting a birfield type joint in the front shafts as opposed to a u joint depending on what axle you’re going to use just for smoothness.  

flexy flatty said: It seems like it wouldn’t be much different than an 80 series land cruiser. I would lean towards wanting a birfield type joint in the front shafts as opposed to a u joint depending on what axle you’re going to use just for smoothness. Click to expand...

rockota said: In theory, I concur. I know the multi-mode TCASE adds some complexity, but no idea how much... Click to expand...

Yotota said: Are you considering swapping an AWD transfer case into a truck with a standard J-shift case? That's a whole different can of worms... Click to expand...

Toyota Junkie

are you doing locking hubs, does that play into it? my kids 80 is awd. is that how the 4runner case works?  

Stingray said: are you doing locking hubs, does that play into it? my kids 80 is awd. is that how the 4runner case works? Click to expand...

rockota said: not specifically for this question... I have a 3rd gen 4runner w/ multi-mode that I keep thinking about throwing an axle under. But want it to still be DD. BUT... I have also thought about the idea of a multi-mode tcase in my doublecab... Just because i think it'd be cool. Click to expand...

Yotota said: Just had a thought as well - would the truck need selectable or open diffs for driving on dry pavement? If the multi mode has the limited slip/torsen center diff, locked diffs might cause some funny driving behavior under power and/or kill the center diff. Click to expand...

rockota said: 100% agree this is a risk. The only advantage of keeping the multimode - aside from not having to source a new tcase - is for the few times a year that having AWD is nice. But it would probably need the correct wiring to ensure that lockers weren't engaged unless center case is locked - or something similar. for the tacoma idea... I was thinking AWS w/ long travel could be fun. Click to expand...

Team no stickys

My third gen needed a speed sensor added to the transfer case, and to gut the ABS, because it was all run off the 4 wheel sensors. I had to splice into the speedo cluster to get a speedo  

Slander said: What would be the advantage of AWD mode if you have to lock the hubs anyway? You can lock the hubs now and just flip it in and out of 4wd on the fly as needed. This just seems like more wiring to dick with when you could be driving it, hypothetically speaking Click to expand...

rockota said: cause tech sucks... Click to expand...

Well-known member

I used to have the multi-mode t-case but got rid of it when I went duals (I'm still IFS btw). A separate 4WD computer controls the t-case, as long as you could trick it to think the ADD (automatic differential disconnect) is engaged when shifting into AWD, I don't see why it couldn't work with a SAS.  

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• General Chit Chat

IFS vs. SAS (don't throw rocks until you read)

• Thread starter Stuckinthe80s
• Start date Aug 14, 2020

Stuckinthe80s

Rising sun member.

• Aug 14, 2020

DaveInDenver

Rising sun ham guru.

Long travel doesn't solve the IFS issues. For some people the extra travel and track width scratch the itch but I really don't see any reason to bother over an SAS if you're reworking the front end just do it right once. For crawling there's no argument that can be made that IFS is better than solid axle. It is not. But so what? It rides better and is safer on the highway, that's why it's on the front ends of trucks. It's going to be maybe a better choice at high speeds and washboard. We get it on our trucks because most truck don't get rock crawled. We're the exception by using them in anger. And I don't mind saying I prefer that it ride well on the highway, so sue me. I'm not a hard core 'wheeler so my approach is perhaps band-aid any shortcomings (like I would put a truss on the rear lower arm mounts on your 4Runner IFS), run a decent skid plate and then just use the stupid thing. I'm not good enough for it to matter and I've never had more than one truck so wailing on something I can't afford to break at this point has zero attraction, therefore IFS is far, far from my limiting factor. In my estimation an SAS isn't worth the cost and headache over running a closer to stock truck that I don't have to remember this year, this model nonsense pulling part numbers from the EPC or running custom junk that's one-of if I need it half through a trip. Toyota's IFS is OK, better shocks and springs, in my case upper arms that correct caster and clear a 3" spring and done-and-done. Why over think it?  

Hard Core 4+

If it wasn’t already on there or a more hardcore type vehicle I’d stay ifs all day long. Rides better and goes faster. If it’s just a crawler then yes solid axle.  

J Kimmel said: If it wasn’t already on there or a more hardcore type vehicle I’d stay ifs all day long. Rides better and goes faster. If it’s just a crawler then yes solid axle. Click to expand...

FunkyYota said: I agree. I think solid axles get you more bang for your buck for crawling. Strength and articulation. I think solid axle is better for the DIYish or relatively low buck crawler. Even if you go to tons or rockwells it's still gonna be less than a comparable independent truck. That being said if I had 250k to throw at an ultra4 with IFS I'd consider it... Click to expand...

J Kimmel said: Ya but I’m saying just a camper explorer type vehicle ifs is so much better. Even an old ifs 4Runner or something I would swap it anymore unless big rocks were my intent from day one. Click to expand...

Perfect  

Cruise Moab Committee

I'd suggest that folks who go LT and later SAS are doing it for strength. You can get a lot of performance out of IFS (Race Trucks, etc) with custom parts and near limitless budget but for everyone else it's lots easier to build a bomb proof solid axle. I think the breakover is when IFS parts (axle, diff, steering) are no longer holding up and no more upgrades are available. Will Marlin Crawler RCLT change this picture?!?! Should be fun to find out.  

Notyourmomslx450

AimCOTaco said: Will Marlin Crawler RCLT change this picture?!?! Should be fun to find out. Click to expand...

You had to know Marlin would figure something out because doing SAS on Tacoma and newer 4Runner means using an ancient Toyota axle is a PITA on account of the wrong side t-case drop. A Jeep Dana 44? Seriously? Ewww, feels so dirty.  

White Stripe

Usually when I'm driving a rig, my confidence is based a lot on the strength of the suspension and axles, not so much the suspension type. With a 200 series I would feel pretty confident in pushing it offroad because the front end parts are strong. A tacoma? Not so much. Some manufacturers put some pretty wimpy ifs components on from the factory that cant handle much. To upgrade the ifs components on such a rig to handle big tire abuse is expensive because everything has to be modified. Supposedly the ford bronco sasquatch come with beefier front axles and diff compared to other packages .  

DaveInDenver said: You had to know Marlin would figure something out because doing SAS on Tacoma and newer 4Runner means using an ancient Toyota axle is a PITA on account of the wrong side t-case drop. A Jeep Dana 44? Seriously? Ewww, feels so dirty. Click to expand...

I dream of having a 70 series LC because of the SFA. I think the main reason is because of the more technical things you can do with it. That being said I enjoy how nice the ride is on my 4runner with the front IFS.  

• Aug 15, 2020

ajordan1975 said: This is where custom axle housings like Diamond comes in to play. I have a buddy that’s built 2 fifth gen 4Runners w/ solid axles. Click to expand...

MountainGoat

Club treasurer.

I'm with Jackson on this. Having both is the way to go. My stock 3rd Gen with an e-locker and 100 Series with A-Trac will get me most places I want to go. The 100 pulls the pop up just fine. The lifted, armored, triple locked 80 handles the rest. I like to adventure rather than rock crawl, so if there is any doubt I just take the 80. They each have their place in our family wheeling life. I love every one of them.  

• Aug 17, 2020

jps8460 said: Gotta have both . I love how my 200 blazes down fire roads, desert tracks and the interstate. I love how the 80 handles a bit more technical terrain. I think it’s about what you want to do. Ifs and i4s cars are winning more and more at KOH soooo the “which is better” debate is starting to even out. Turns out if you have 2-300k lying around you can have the best of both worlds lol. Click to expand...

MountainGoat said: I'm with Jackson on this. Having both is the way to go. My stock 3rd Gen with an e-locker and 100 Series with A-Trac will get me most places I want to go. The 100 pulls the pop up just fine. The lifted, armored, triple locked 80 handles the rest. I like to adventure rather than rock crawl, so if there is any doubt I just take the 80. They each have their place in our family wheeling life. I love every one of them. Click to expand...

Ohhh buddy. That thar is a can of worms. There really isn’t a right or wrong answer here, but I’ve been down a few of these roads. As was said above, it’s really about what you want to do. Long Travel isn’t worth it, to me, unless you are going to hit the big air in the desert or the dunes. And even there, to actually do that without destroying the truck, you are going to be pushing over 10k. if you want cheap reliability on difficult trails and are okay with tinkering until you get it right, you can’t beat a solid axle swap on an old truck. And if you want to wheel with the big boys, you need it. Sure U4 cars can run the big rocks with IFS, but one U4 CV is more than your typical solid axle swap. ifs will go anywhere you want to go and still keep the body straight. And even go some places that’ll twist the body. My third gen did just fine up in the Black Hills, Over in BFE, up Blanca, And Holy cross. It’s got some crumply bits in the same places solid axle rigs took crumply bits on those same days. In fact I can only think of one time I’ve had to pull cable and that was in a mud hole. In a lot of cases, I have had zero trouble while solid axle rigs struggled behind me. So I don’t agree that a solid axle is better for rougher terrain, up to a point. that said, IFS is going to have problems in the rocks, eventually. You will battle alignments constantly, and by extension, you will ruin a lot of tires. It is very difficult to find alignment shops that can properly align lifted IFS. And you have to learn how to drive it, or you will blow axles and diffs all day. To wheel hard, a front locker is mandatory, which is a significant investment if you plan to solid axle swap anyway. someday I will solid axle a truck. I have a few axles sitting in my yard. I just can’t decide how to, and never seem to find the time these days.  

One other thing to consider DDing a LT truck. Unless you invest in some glass fenders, you will throw rocks into your mirrors and windows and paint. A lot. And coat the windows in slime during every Snow storm. May not bug you but something to keep in mind.  

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• Technical Information
• Axles / Suspension / Tires

3rd Gen. 4Runner Straight Axle Swap

• Thread starter Kickdeez
• Start date Apr 6, 2010

Well-Known Member

• Apr 6, 2010

Hey, I am new to the site, but joined because I am looking to make a big step toward getting my truck trail worthy, and could use some help. I recently had a minor incident where I incurred some damage to the front end of my truck. While evaluating the things I would need to do to fix it, I began to think that there would be no better time to look into a straight axle swap then now. Has anyone done a SAS on a 3rd generation 4Runner? If so, what axle options are out there? Are there any kits designed for a SAS? I really am not well versed in this process, as I have obviously never done this before. What all am I going to need to do to make this happen? Can anybody swag a number off the hip as to how much this may cost to do? I realize this is a fairly broad and open ended subject, but I could really use some helpful advice.  

check out yotatech.com there's a fewguys on there that's done it. I think all-pro.come sells the kit. I'm thinkin ull need like a waggoner axle or somethin like that. Cuz a stock toyota axle has the third on the opposite side of urs  

• Apr 10, 2010

Since you're in Charlotte, swing by the shop and I'll show you everything first hand on what to do. I'll see if I can get my buddies Taco for the day to point out the little things as well.  

UNBREAKABLE

I'm getting ready to do one on a 2002 double cab  

• Apr 14, 2010

I'll definitely come by the shop sometime. I'm working out of town for the next few months, but will let you know when I get a chance to make my way back to Charlotte. Are you guys open at all on the weekends?  

im doing my '96 tacoma right now, its very similar to the 4runner. check out my thread in the build section to see what you are up against jon @ ecgs  

• Jan 10, 2011

TJcrawler97

^ ive seen that toyota before or one like it in the uncc parking lot?  

here ya go jonnyb is the man!! http://www.nc4x4.com/forums/showthread.php?t=38247&highlight=  

• Jan 11, 2011

Im gathering parts for a sas on my 98 4runner. Waiting on my hummer wheel centers to come from cm performance machine, on backorder for over a month. Im using a dana 44 wagoneer axle, its close to the same width as the rear, also gonna keep the stock rear 8" non trd axle. Can also use a ford dana 44 but its like 4" wider or something like that and you have to switch to chevy outers for flat tops and 6 lug. Im using rear pickup springs up front and 63" chevy rears with 37" tires and hopefully stay pretty low. Keep in mind im doing a cheaper build so no 4 link or anything like that. Im doing a dd and expedition wheeler more than straight crawler. Gotta do something with the abs or the light will stay on. Marlin has the vss for a good price and just rewire the speedo and take the abs out completely. Now dual cases are fairly expensive. You can also look at switching to a passenger side drop axle and older transfer case. Gotta do high steer to steer right so depending on what you want to use either a toyota ifs box or scout forward swing box. Plate the frame front and rear they are a little weak. Check out hyperlites build I really like it. There are also a few on pirate4x4 that are good write ups. Also tacomas are pretty close so check out some builds on those. Good luck.  

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1986-1995 Toyota Solid Axle Swap (SAS) Kit

86-95 toyota solid axle swap (sas) kit.

Our kits are comprised of high-quality components. Don’t be fooled by cheap imitations that use inferior look-alikes. We source our parts from reputable suppliers, including Japanese made components such as our exclusive one-piece pitman arm, front rotors, and tie rod ends.

It’s a well-known fact among hardcore Toyota lovers that a 1985 Pickup or 4Runner is the most desirable to have. That was the first year for the fuel injected 22RE engine and the last year of the straight axle front end. The problem is there are only so many '85's to go around and demand for them is ever increasing. It has become obvious that converting IFS trucks to solid axle makes for the best of both worlds. The conversion works out great - combining a newer comfy, reliable and powerful V6 truck with the strength, wheel travel, and off-road capability that the solid axle brings. It is one of the biggest improvements you can make to your 86 to 95 IFS Pickup or 4Runner. One of the first things you’ll notice when wheeling is that the tires stay in contact with the ground much better with the straight axle because of the increased wheel travel, making the vehicle much more stable. The straight axle also means better options for front locking differentials, stronger gears, and stronger axles.

There are kits available to increase the wheel travel of an IFS truck - some work well and some don’t. The well-designed ones work great for high-speed fire roading and desert pre-running, but they are not the answer for trail riding and rock crawling. With a straight axle truck, when your suspension compresses the differential ground clearance increases. With an independent front end, as your suspension compresses your differential gets closer to the ground creating clearance issues. There is no way to get around this on an IFS truck, so it will never match the performance of a straight axle on a rocky trail.

By converting to crossover steering when you install your SAS, you can even retain the stock steering box. About the only disadvantage with the straight axle conversion is you might notice the highway ride is not quite as smooth. But that's a small price to pay for all the improvements you gain off-road.

These kits are designed to be installed by anyone with basic steel fabrication skills. Welding, cutting, and grinding are required. Installation takes 3 - 5 days. Kits include everything you need except a front axle and drive shaft. The 1984 and 1985 axle is the best choice due to an extra truss added at the bottom of the axle in those years. Axles can be found for around $200 - $350.

Kit Includes:

(1) Hy-Steer crossover steering featuring our exclusive one-piece forged arms (2) Weld-on shock hoops with braces (2) 5100 Series Bilstein shocks (2) 4-inch or 5-inch lift long travel front leaf springs with bushings (1) 1-inch lift spring hanger kit with greaseable shackles and frame tubes plus jigs (2) Vented Land Cruiser style rotors (allows the use of IFS brake calipers) (2) 1.5" front wheel spacers (1) Front U-bolt flip kit (2) Steel braided DOT approved brake lines (2) Bump stops (1) Steering stabilizer and brackets

IMPORTANT NOTES:

• Kit does not include driveshaft or axle.
• This kit was designed for use on 86-95 4WD drive frames. 2WD frames may differ slightly and may require modifications to work properly.

Application Data

• 1986-1995 Toyota Pickup
• 1986-1995 Toyota 4Runner

Instructions

Installation Instructions

ALL-PRO products are warranted to be free from defects in materials and workmanship prior to installation. Any alteration, improper use, or modification will void this warranty. This warranty is extended by All-Pro to the original purchaser.  This warranty is effective for 90 days from the date of purchase. Any description of the goods is for the sole purpose of identifying them, is not a part of the bargain, and does not constitute a warranty that the goods will conform to that description.  Any sample, model or advertised item is for illustrative purposes only, is not part of the basis for the bargain, and is not to be construed as a warranty that the good will conform to the sample, model, or advertised item. No affirmation of fact or promise made by All-Pro will constitute a warranty that the goods will conform to the affirmation or promise. Purchasers and users of our products are responsible for determining the applicability of a product to their specific application. In the event of a defect, malfunction, or failure to conform to this warranty, All-Pro will repair or replace the goods without charge within 30 days of receipt of goods.  If All-Pro is unable to replace and/or repair the goods or if All-Pro, at its sole discretion, determines that neither option is commercially practicable or cannot be made within 30 days of receipt of the goods, All-Pro will refund the purchase price. The purchaser is responsible for installation and removal of all parts, freight or shipping costs, and incidental or consequential damages.

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5th Gen Mods , Feature Friday , Off-Road , Overland , Suspension , Trail Tested

Feature friday: 10 must-see 5th gen 4runner long travel suspension setups.

Looking for a Wide Stance & Tons of Suspension Travel? Check Out These 10 Unique 5th Gen Toyota 4Runner Long Travel Off-Road & Overland Builds

This Week’s Topic: Long Travel 4Runners

Holy smokes do we have some awesome rigs for you for this Feature Friday! This week we are cranking up the suspension dial WAY past 11 with these 10 killer long traveled 5th Gen 4Runner builds.

So real fast, what is long-travel suspension?

The whole point of long travel is to gain better performance off-road, and more specifically for high-speed off-road applications.

In terms of parts, a typical lift kit allows you to gain more ground clearance by increasing your overall ride height. In simple terms, most common lift kits only require upgraded coilovers, extended rear springs, and maybe some upper control arms if needed/recommended for the lift height. Some of the options might just increase overall performance and some might actually give you more travel. That’s usually where 95% of us would stop and call it a day. Not these dudes…

Long travel kits use that same suspension upgrade concept and then take it to the next level with extended length coilovers, and in some cases, secondary shocks with remote reservoirs for increased damping for compression/rebound.

A long travel kit, due to changes in suspension geometry, will allow for increased wheel travel over factory suspension and assist you with running larger tires. To achieve additional “longer” wheel travel, these kits start with extended lower control arms (LCAs), upper control arms (UCAs) and build from there.

In addition to extended-length upper and lower control arms, most long travel kits will have upgraded wider/stronger axles with stronger joints, extended tie rods, limit straps, extended-length bump stops, and other strength enhancements like gusseted spindles, and gusseted control arm mounts.

For the rear of the 4Runner, a long travel kit will require extended brake lines, upgraded trailing arms, extended height springs, increased travel shocks, and of course, extended length bump stops. When it comes to shocks for long travel kits, they typically feature adjustable remote reservoirs to allow the internal shock body oil to stay within peak operating temperature while the suspension is aggressively cycling, as well as the ability to tune the ride.

Now enough talking, let’s see these rigs in action!!

10 Epic 4Runners with Long Travel

1. adam wolfe ( @builtbysquirrels ) – 2018 trd or.

Long Travel Suspension Details

• LSK 4.5” Prototype Kit
• Boxed LCAs with Recessed Shock Mounts & 1.5” Horizontal Uniball
• Built-in Air Bump Pads & Delrin Bushings
• Boxed UCAs With Heims & Vertical Uniball
• Fully Boxed Spindle Replacement with Dual Shear Steering
• ADS 8” Shocks with Reservoirs & 600lb 18” Springs
• ADS 2.125X2 Air Bumps
• Sway Bar Delete
• 12” Radflo Shocks
• Dobinsons 59-677V Springs
• DuroBumps Bump Stops
• 22” Brake Lines

What Do You Like About Your Setup?

I loved working with LSK Suspension to R&D a 4.5+ LT kit for the 5th Gen 4Runner. From start to finish, they were fantastic with a quick turnaround on sending new parts to swap out ones that weren’t working for this build. This finalized kit is incredible! Everything from the build quality to their customer support, I’m very happy with the choice of going with LSK.

But we’re not here to talk about the company, you’re here to know what it rides like. The answer is simple, it’s like a cloud off-road. The suspension articulates flawlessly while the wheels feel solid and planted. I just point and go, and the 4Runner takes me. Just a friendly reminder though, you’re 9” wider than stock. Having 17×9 wheels with a -12 offset and 35×12.5 tires, puts the outside tire to the outside tire to 89” wide. I believe the kids would call it THICCC . That being said, it’s unlike any other kit on the market and the only one with the upper and lower uniballs on the spindle for the 4runner.

2. Jonathan Armada ( @NC.4Runner ) – 2013 SR5 Premium

• Radflo Shocks/Coilovers
• Radflo Hydraulic Bump Stops
• Total Chaos +2 UCAs
• Total Chaos +2 LCAs
• Dobinsons Rear Arms
• Dobinsons Rear PHB
• Dobinsons Springs

I love how well the 4Runner rides with this suspension set up from Radflo.

The hydro bumps on all 4 corners keep the vehicle handling as if it still had sway bars. The 4Runner crawls really well since I’m able to keep all the tires on the grounds while the rig is articulating. The wider track also gives the 4Runner a better stance and stability off-road as well. And lastly, you can’t forget about that look!

3. AB Castro ( @Dj_ayybeats ) – 2005 SR5 2WD

• Dirt King 3.5+ Long Travel Kit
• Dirt King Upper Arm Sheer Kit
• Dirt King Bypass Shock Hoop Kit
• King Shocks Long Travel Spec 2.5 x 8” Coilovers
• King Shocks Long Travel Spec 2.5 x 8” 3 Tube Bypasses
• Camburg 4” Performance Spindle
• King Shocks 12” Triple Bypasses
• Califabrication Rear Shock Relocation
• Califabrication Adjustable Upper, Lower Links and Panhard Bar
• Dobinsons 3” Dual Rate Coils
• Locked Off-Road 2.0 x 2” Threaded Bump Stops
• Yukon 4:88 Gears

I like that I can daily my vehicle while still being able to take it off-road whenever I want.

This 4Runner is able to withstand the punishment I put it through whenever I take it out on the trail without any hiccups. The setup is simple yet so unique in its own way. This rig is definitely a neck breaker whenever I take it out on the streets or off-road.

Jon’s Note:  Yes I know this is 4th Gen 4R, but it’s SO SICK!!

4. Tim Curley ( @milk.wagon ) – 2018 SR5

• Dobinsons MRR Rear Long Travel Setup
• Dobinsons MRA59-A575 3-Way Adjustable Shocks
• DuroBumps Extended 5.5″ Bump Stops
• Toytec 1″ Body Lift
• Dobinsons Adjustable Rear Upper Control Arms
• Dobinsons Adjustable Rear Lower Control Arms
• MetalTech 4×4 Extended Stainless Steel Brake Lines
• Dobinsons Adjustable Rear Panhard Bar
• Dobinsons C59-701V Variable Rate Rear Springs

Watching the Dobinsons rear long travel go to work on some rock shelves is almost as fun as actually driving up to them yourself. The amount of articulation the 4Runner gets from these bolt-on parts is truly impressive.

Since my 4R is part of the SR5 gang (open diffs), keeping both rear wheels planted goes a long way in terms of crawling. By no means does this modification replace the need for lockers, but it sure does bring the capability of a SR5 4Runner to a whole new level.

5. Richard Yan ( @ryr_t4r ) – 2019 TRD OR

• Total Chaos +3.5 Race Kit with King Coilovers & Triple Bypass Shocks
• Dirt King Double Shear Upper Gussets
• Custom Gussets For Main Hoop & Engine Crossbar
• Boxed In Lower Control Arms
• DRT Body Mount Relocation Kit
• The rear is custom by AZWillis Fabrication. It’s a cantilever rear end achieving 18″ of wheel travel. It’s also a custom 4 Link with no pan hard bar.

This setup rides nice and smooth. Long travel kits are all about the tuning of the shocks and having the proper setup. You can pay however much you want for a suspension setup, but if it’s not properly tuned, then it’s a waste of money.

I had a lot of trial and error trusting the wrong people when it came to getting this setup dialed in. However, after I had to redo a few things, the stars started to align and I was able to finalize this long travel kit for my 4Runner.

6. Johnny Shin ( @ramensavedmylife ) – 2016 SR5

• BTF 4.5+ Coilover LT Kit
• 2.5 / 8” King Shock Coilovers w/ Triple Tube Secondary Shocks
• 2.0 x 2” Hydro Bump Stops
• 2.5 Stock Replacements w/ OME 899s
• Timbren Rubber Bump Stops

The truck definitely still needs a lot of work, but I do still enjoy how it handles thus far. The limited travel and cushion in the rear still bugs me honestly. But that should all get sorted out in a couple of months when some new suspension bits come in.

I’m just glad I went LT before all the mid travel jazz. Might as well just pay once and enjoy than pay twice and regret it. This truck’s platform has so much potential and I’m still putting all the pieces together.

7. Nathan Krig ( @trdlun4r ) – 2021 TRD Pro

• Total Chaos 3.5” Race Long Travel Kit
• King 2.5” Long Travel Coilovers w/ 700lb springs
• Total Chaos Secondary Shock Hoop w/ King 2.5” Triple Tube Bypass Long Travel Shocks
• Total Chaos UCAs
• OME 700lb 3” Lift Springs
• Total Chaos Rear Control Arm Kit
• 3” King Rear 2 Tube Bypass Shocks
• King Shocks 2” Stubby Air Bumps

I chose components that work well together and that would provide a wide range of tuning for different terrains. Adding the secondary triple bypass front shocks allows the rig to run with no front sway bar and still allows the 4Runner to handle great both on and off-road.

Knowing I can drive how I want, take a turn when I want, and cruise at the same speed off-road as I can on-road is what I wanted out of this build, and it delivers on that with ease.

8. Jacob Cutting ( @mag4rnr ) – 2019 SR5

• BTF Fabrication +4.5” LT Kit
• 8” Coilovers w/ 700lb Springs
• 8” Three Tube Bypass
• 2” 2.0 Bump Stops
• 8” Two Tube Bypass
• Dobinsons 701V Springs

This LT setup allows me to get where I need to go fast and as smoothly as possible. The 4Runner floats over everything I put it through both on and off-road.

With all the extra wheel travel I can keep my tires on the ground while articulating through obstacles. This helps out huge for better traction while off-road since the SR5 doesn’t come with a rear locker like the TRD Off-Road models. Overall this setup is has been great and as an added bonus, the 4R also looks awesome!

9. Chris Alexander ( @shepherdrunna ) – 2018 TRD OR

• Total Chaos +2 Standard Kit
• Total Chaos LCAs
• King Coilovers
• CVJ Extended Axles
• Gusseted Spindles & Cam Tabs
• 12″ Stroke King Coilovers w/ Remote Reservoirs
• Metaltech Upper and Lower Links
• Dobinsons 677V Variable Rate Springs
• Icon Track Bar w/ Eimkeith PCK
• Extended Break Lines

What I enjoy most is the performance this setup delivers both on and off-road. The front long travel works excellent off-road on a variety of terrain while still providing a comfortable driving experience on the highway.

The price point is was pretty reasonable and the customer service by Total Chaos was excellent. All of the products I put on my 4Runner are tried and true. You can’t go wrong with Total Chaos combined with King Shocks.

10. Clinton Saephan ( @amg_t4r ) – 2016 Trail

• Total Chaos +2 Long Travel
• Kings Shocks 2.5 w/ Remote Reservoirs & Adjusters
• 600lb Springs
• Califabrication 3 Link Kit
• Fox 2.0 14” Coilovers w/ Reservoir
• 14”- 250 + 16” – 250 Top-Bottom Spring Rate

What I like about this long travel kit is just how comfortable it rides on and off-road compared to stock/mid travel. The Total Chaos LT kit performs extremely well while rock crawling even though it was originally built for racing, which is what I first liked about it. I definitely love the added stance it also gives to the 4Runner. It just makes your rig look tough and aggressive.

The up travel and down travel performs amazingly as well. I’m able to keep my rigs tires planted on the ground most times while traversing over sketchy terrain. With the LT kit being wider than the stock track width, the rig feels a bit safer while going through sketch sections or tipsy areas out on the trail. You will not be disappointed with this kit from Total Chaos.

Final Thoughts

These next-level long travel 4Runners were absolutely amazing! I enjoy how each owner picked a long travel suspension kit for their own reasons as well. The SR5 group chose LT to help compensate for the lack of rear locker in their 4Runners. Several owners mentioned this, and to be honest, that never even crossed my mind as a reason to justify a better suspension system. See, even I learned something with this Feature Friday.

Other builds on this list were built to go fast through any terrain. You can see that in the @builtbysquirrels , @magrnr , and @trdlun4r builds. These rigs are next level and have been built to literally conquer any terrain, and fast. All the builds this week were absolutely KILLER! I can’t wait to see next week’s submissions.

If you would like to be considered for next week’s Feature Friday, we will be showcasing AFTERMARKET HEADLIGHTS.

We want readers to get inspired by a variety of rigs/products. Submit your build for Feature Friday and you might get featured. If you would like to submit your build for next week, include your setup details and an awesome photo that shows it off.

Have a great weekend everyone!

Jon Gangloff

@TRDJON - I love Toyota news, reviews, and how-tos! There are big things on the horizon for Toyota and I can't wait to share them with you all!

 CHRIS ALEXANDER ( @SHEPHERDRUNNA ) – 2018 TRD ORWhy the extended axles and gusseted spindles? For suspension or wider wheel tires

What size tires are on NATHAN KRIG (@TRDLUN4R) – 2021 TRD PRO? I really like the set-up.

It would be interesting if someone highlighted the changes needed for LT in the rear. I’ve purchased the TC kit for the rear of my 5th gen (not installed yet), and was wondering if the sway bar needs extensions, or just run it like it is.

Also, Ben at Filthy Motorsports posted a vid on youtube on 5th gen 4runner rear shocks and considerations thereof, when running LT.

It kinda makes your head spin!

Thanks for the article, Mike

You can buy extended adjustable links, from Dobinson’s for example, I run MT rear LT shocks and your lower trailing arms will bottom out on the axle housing before the swaybar becomes a limiting factor. I run a combination of offset trailing arms and extended sway bar links and get full ~12″ of travel out of the rear shocks.

Honestly, I’d delete the rear swaybar. Try it before the lift goes on to test it out. You won’t even notice it’s gone.

Delete? That is a possibility. When I’m done I want to try it out with and without to see how it goes. I’m adding a bunch of weight in the build so I’m curious to see if the adjustable shocks and stiffer springs are enough by themselves, or do I still need the sway bar.

There was some very sweet builds in this line up as to be expected once someone gets to the point of true LT. Keep up the great articles.

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The Ultimate Guide to the 3rd Gen 4Runner Suspension

It’s a recurring nightmare for some of us.

You’re sat on the side of the track. The SUV’s not going anywhere. You’re not going anywhere. The suspension has blown.

Some SUVs give up on you when you need them most. Others you can rely on. There’s a reason why the Toyota 4Runner has been in continual production since 1983. Generation after generation, it keeps on performing.

In particular, the 3rd Gen 4Runner suspension has some standout features. It's great in its own right but outstanding with custom upgrades.

Read on to understand the suspension, and upgrades, of the 3rd Gen 4Runner, an SUV that won’t leave you stranded on the side of the track.

How Does Suspension Work in the 3rd Gen 4Runner?

Let’s talk a bit more about the suspension and   how it works   on this Toyota.

All types of suspension system balance two key criteria. The first is ride quality and the second is how well the vehicle handles. Basically, how comfortable the vehicle is to ride in and how easy the vehicle is to control.

On top of this, when we look at offroading, a third factor comes into play: keeping tires on the road.

There are different types of suspension, including independent, double-wishbone, Macpherson strut, and air. Current 2022 4Runners have a combination of these types with 4-link and coil springs on the rear two tires. On the front tires is an independent double-wishbone.

3rd Gen suspension doesn’t have the youth of the latest generation. However, with some upgrades, it can perform just as well—if not better.

Suspension Springs

A key component of a suspension is the springs. The springs absorb energy from a bump when the vehicle hits it. By doing this, the springs reduce rotating, or centrifugal pressure, put on a vehicle.

This is particularly important when offroading. If the vehicle can’t resist rotating from hitting a bump, handling is poor and it is more prone to turning over.

Given how many years the 3rd Gen 4Runner has been on the road, original suspension springs are now beyond their best. This means a reduction in performance. The springs won’t return to their original shape after use.

Furthermore, the springs also help determine the ride height of a vehicle. So if you want to raise your truck higher, upgrading the springs is part of that.

Shock Absorbers

The   shock absorbers   work in tandem with the springs. Where the spring works to absorb the energy, a shock absorber works to release the energy that the spring absorbs. A shock absorber dissipates the spring's energy and smoothes the ride out. Without a shock absorber, the spring would bounce back with a similar force to what pushed it down.

Shocks for offroading need some special characteristics. Controlling the energy the springs unload causes a lot of heat. Upgraded shocks deal with this heat more efficiently, usually with a larger body that has more oil volume.

Front and Rear Axle

All four wheels have a shock absorber and a spring. However, there are key differences between the front and rear suspension. The front suspension is more complicated than the back for a couple of reasons.

The first is that the front suspension must account for steering. The second is that more torque from braking goes through the front suspension. This means that when upgrading the 3rd Gen 4Runner suspension, you’ll have two different sets for the front and back.

What Should You Look For in 3rd Gen 4Runner Suspension Upgrades?

There are a couple of things to think about with 4Runner suspension options. The main consideration is how much offroading you do. Is the vehicle purely for offroading, or does it need to handle casual driving as well?

If you modified the suspension for pure offroading performance, on the road it would not handle well at all. Similarly, a small upgrade to keep on-road performance won’t give you the results if you want to cover more serious ground.

The aim of the suspension is to keep the wheels in contact with the ground, the body stable, and the ride as comfortable as possible. Increasing performance often comes at the price of comfort. It’s a personal decision how far you want to take this balance with suspension upgrades.

What Suspension Upgrades Are Available for the 3rd Gen 4Runner?

The perfect suspension setup is a lot more than shocks and springs. There are a range of upgrades available for the 4Runner suspension. Below, we’ll outline some of the best options.

The larger tires for offroading need more clearance than factory height gives.   Raising the body   provides enough room to fit bigger offroading tires onto the 4Runner.

Panhard Correction

An original setup on the 3rd Gen has a horizontal Panhard bar. But modification moves the bar from this horizontal position. A   Panhard correction kit   brings the bar back to its original design.

There are a few benefits of this. You don’t need to recenter the axel with an aftermarket bar. Also up to 4 inches of lift increases the roll center for better handling.

Reinforcement Skid Plate

It’s a common chain reaction when upgrading vehicles. One part gets improved, but the added performance puts another part of the vehicle under strain. Then you make another upgrade and the chain continues.

Once short links get upgraded, the link mounts need reinforcing. A lower link mount   reinforcement skid plate   will do this.

Shock Relocation

Sometimes it’s not just the hardware, but where it is. A   shock relocation kit   moves the rear shocks to locate them at a right angle to the axle. This improves efficiency, dampening, and serviceability.

Stay on Track With the 4Runner Suspension

It’s been 20 years since the 3rd Gen 4Runner was discontinued. During this time the SUV made a name for itself in the offroading community as a reliable, tough 4x4 that punches well above its weight.

The 3rd Gen 4Runner suspension has huge potential for upgrades. Some straightforward mods will dramatically improve the offroading performance. To see more 3rd Gen suspension upgrades, head over to our   store page .

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Long travel OR SAS?

Discussion in ' 2nd Gen. Tacomas (2005-2015) ' started by ShadowT , Sep 25, 2011 .

#1 ShadowT [OP] New Member

I am soon goin to make some major changes to my 08 single cab. i have old man emu springs and a 3'' body lift, and i moved the cab mount immediately behind the front tire up 3'', which allows me to fit up to 35'' tires. Im running 33's now, but i want to run 36's. So i need more lift, but dont want my axles in a bind... a long travel suspension would help that some right? But will the IFS be strong enough to handle 36's? OR will i be better off with a SAS to a dana 44? thnx for any help  

#2 TexasTacoma37 Well-Known Member

ShadowT [OP] initial post: ↑ I am soon goin to make some major changes to my 08 single cab. i have old man emu springs and a 3'' body lift, and i moved the cab mount immediately behind the front tire up 3'', which allows me to fit up to 35'' tires. Im running 33's now, but i want to run 36's. So i need more lift, but dont want my axles in a bind... a long travel suspension would help that some right? But will the IFS be strong enough to handle 36's? OR will i be better off with a SAS to a dana 44? thnx for any help Click to expand...

#3 ShadowT [OP] New Member

I live in east texas we dont have much rock, mostly mud and hills to climb. I would prefer the ground clearance of the long tavel but am concerned about the stength ot the front diff.  

#4 TexasTacoma37 Well-Known Member

So you don't go up to Barnwell much then? I can't imagine where you could really need long travel around here other than some lease roads.  

#5 650H1 Well-Known Member

#6 RockRescue Well-Known Member

SAS and use a diamond axle with 30 spline longfeilds  

#7 ktmrider Senior Member

lets see this body mount.  

#8 steve o 77 braaap

ktmrider said: ↑ lets see this body mount. Click to expand...

#9 Kayak Taco Active Member

#10 97yota4wd Well-Known Member

how much money you want to spend, and as said above rock crawling or fast desert running?  

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