Toyota Land Cruiser UZJ100 Ironman Suspension Kit Review
One of the first things I do when I get a new project vehicle is upgrade the suspension. Factory springs and shocks are fine for street comfort, but are woefully under sprung for handling off-pavement use, especially loaded full of gear and equipment; not to mention the additional load heavy accessories such as bumpers, winches and water/fuel tanks.
The amount of lift is a secondary consideration. I keep total lift to about 2.5 inches or less. Just enough to give a slightly better approach, departure and breakover angle. All of which are particularly noticeable and important on long wheelbase, full-size wagons such as the 100 Series Land Cruiser. The key is to add load capacity and clearance, without the lift making the loading or unloading of gear or passengers problematic, or inducing awkward handling characteristics of the loaded or unladen rig, which will ultimately be driven long distances during its intended use as an expedition platform.
Furthermore, I do not believe in fitting tires much larger than stock, so the vast majority of times, my maximum tire diameter of 33 inches usually fits even before any suspension modifications. I know this sacrilege to some; however, I firmly believe that the additional size and weight, potential gearing and economy issues, negate the relatively small gains in ground clearance. Plus, it is much easier to source an extra spare in Mexico if that spare isn’t a 37 inch monster.
Given the time this Land Cruiser is going to spend exploring roads, which are frequently not on any major maps, simplicity of design is also imperative. Custom four-link systems, tuned coil over shocks and elaborate, one-off custom frame brackets are great; if you have access to a trailer or a fully equipped chase truck. When the possibility of repairing parts 100 miles from the nearest pavement, using an extra coil spring from a 1975 Chevrolet Malibu is ever-present; function beats flash every time.
For these reasons I have always sought out manufacturers of suspension parts who have designed their products around those principals, and have thoroughly tested every component over tens of thousands of miles of conditions similar to those I intend to encounter. Recently, Camel 4x4, based in New Jersey, U.S.A., and owned by Eli, an Australian native with over 20 years of experience in the overlanding industry, has begun importing the Ironman line of suspension systems, as well as a multitude of accessories, from snorkels to winches and recovery gear. Ironman components have been designed in Australia for over 20 years; a good indication of the rigorous conditions the springs have been subjected to.
For our 2001 UZJ100 Land Cruiser, Camel 4x4 provided a full heavy rated suspension system, consisting of four large bore gas-charged shock absorbers, front torsion bars and rear springs. In response to some reports of lower A-arm cracking, (mostly in the Australian; not U.S. market), Ironman designed, and included with our kit, lower A-arm support brackets, which install around the front torsion bar support. Installation involves drilling two holes in the lower A-arm. While the design seems sound, after reviewing reports of A-arm cracks, I made the decision to not install the brackets, weighing the potential benefit of additional support in a worse-case scenario against potentially weakening the A-arm by drilling additional mounting holes. Part of the long-term test of this suspension will be whether I my reasoning was correct; only time will tell.
Overall, installation of the kit was very straightforward; the biggest delays coming in not using my own garage and tools, which leads to the inevitable searching for items in an unfamiliar shop, and the complete and utter disappearance of every pipe wrench within a several mile radius; the magic tool used to remove shocks! Once in place, however, final adjustment and indexing of the torsion bars put the front end at 2.5 inches above factory height, while the rear measured 3 inches above stock, with no additional weight in the rear of the truck.
Road manners instantly improved. Gone was the undersprung front end dive upon braking and the lurching when entering a turn, and accompanying body roll. In its place, the Ironman suspension provides a firm ride, without being jarring or harshly oversprung; even with little weight in the rear. Body roll is reduced substantially, and greatly improved cornering, even accounting for the mild lift, was welcome. Additionally, manners when fully loaded and towing a trailer are much better than stock. The load rating on the rear springs was excellent, with no sagging exhibited; resulting in very manageable handling.
As of this writing, about 600 miles of both fast and slow off-pavement routes have been traversed, including several hundred miles of washboard conditions, as well as numerous, low-speed rocky and washed out sections. On a three day fossil hunting excursion; loaded with approximately 300 pounds of gear and samples, the suspension provided much greater control at all speeds, soaking up larger rocks and holes, while neither pitching nor diving with speed changes or steering input variations.
During slow speed maneuvers over rocky sections, there does seem to be some front end dive when the full weight of the front end shifts to each side of the rig; whether this can be attributed to my experience being mainly with live solid front axle Land Cruisers, as opposed to IFS, or whether a firmer shock valving would alleviate this tendency is something I need to determine. When the additional weight of a bumper and winch is put in place, and the torsion bars appropriately adjusted, will be the true test. Until then, I’m chalking the undersprung feeling to my IFS learning curve. Flex on the front end is very good, and the rear is stellar. Since installing the suspension, the ATRAC traction control has not engaged due to a lifting wheel.
First impressions of the Ironman suspension over the last two months are excellent, with no problems whatsoever, and improvements in every category, from daily-driving utility to long off-pavement trips. With week long jaunts planned for Southern Utah and baja, Mexico planned in the next six months, the Ironman suspension will continue to be put through its paces. Now, it’s great to have another viable suspension option available in the U.S. market, courtesy of Eli and Camel 4x4. The entire line of Ironman products can be found at www.camel4x4.com .
