Has anyone come up with any type of spacers yet to lift the LR3? Is it possible to body lift the LR3 maybe an inch or so?
LR3/D3 lift?
- Thread starter derekdilks
- Start date
Gride7 said:
Yeah, it's been done. There's a guy in SoCal building a race truck and he replaced the stock 2" urethane spacers with much taller (5" ?) steel spacers. He said he had to do some work on the steering column, but I don't know what all he had to do, nor will he describe it. He's keeping most of the tricks to himself because it's his race truck.
It's a neat project, but it has not been an easy conversion to say the least!
PacificGroveRover said:
It started life as a normal SE with air suspension, 7 seats, rear air conditioning, terrian control, etc...
It now has King coils, limit straps, etc... Cool stuff.
Did the guy that owns that truck work at SouthBay LR recently? There was a tech there at one point that told me he built race trucks to run in baja.
Don't flame me but I know very little about baja type truck racing. Are these trucks typically solid axle or IFS?
expectthebest said:
I'm no expert here but I believe all of the Trophy trucks and buggies all run independent suspension.
Anyone?
B
BoiseLR3
Guest
Google translate.
[<zur?ck] [weiter>] 32 products in this category ELECTR. HANDLING + OFFROAD KIT Discovery 3/Range Rover sport 1.626,00 EUR Product data sheet print The Discovery 3/Range Rover sport has a elevatorvariable pneumatic cushioning system with three positions. The lowest vehicle height is the load height. It is intended for driving speeds to 35 km/h. In this height the chassis does not have a suspension. The standard driving height lies 50 mm more highly. It is intended for the road enterprise in all speed ranges. The moreover one there is the Offroad Fahrh?he, which lies 55 mm more highly. In this driving height the chassis has besides a not controllable reserve of further 70 mm, which release it only automatically, if the vehicle in the area rests upon. With ELECTRONICS the HANDLING + OFFROAD KIT we would like to use the possibilities of a elevatorvariable pneumatic cushioning fully not exhausted with this system. This concerns a CAN bus computer, with which the vehicle can be lowered in the driving heights ?road? and ?Offroad? manually by depressing the key around 23 mm or raised around 26 mm. Thus the Discovery 3/Range Rover sport with an accessory equipment both road-optimized set lower and for the Offroad employment can be high-put. The sample applications in detail: With the HANDLING KIT can be lowered the Discovery 3/Range Rover sport in the standard driving height around 23 mm. Thus air resistance and driving stability are reduced increase noticeably with autobahn trip. Also during brisk travel on kurvigen highways are the smaller side inclination and the improved road-hugging property of advantage. In the Offroad Fahrh?he can the vehicle around further 26 mm be high-put. The advantage is clear, since with a clearance by approx. 275 mm (depending upon tire dimension) resting upon the vehicle can be avoided, instead of releasing the elevator reserve only if the vehicle already sticks. In Offroad tests we have determined that it is usually too late, to drive the suspension out if the vehicle already rests upon. The wheel suspensions can press themselves then into the soft underground and the cars stick. If the larger clearance is available however from the beginning, getting stuck can be avoided. Lowering on the road as well as the raising in the area are however only most frequent applications ELECTRONICS HANDLING + OFFROAD KIT. An important area of application is also driving on bad roads and ways. Here the Discovery 3/Range Rover sport can be high-put also in the road position. The travelling comfort increases then completely substantially, since more suspension strut movement is available. Silk-softly the chassis swallows hard impacts. If the speed rises durably over 100 km/h, the high putting is led back. This is a further advantage, since the standard Offroad height can be used only to 50 km/h. With ELECTRONICS the HANDLING + OFFROAD KIT can be thus individually exhausted the variability of a pneumatic spring system. Where in former times feathers/springs and shock absorbers had to be converted, now only a push of a button is necessary. Assembly 49 AW.
[<zur?ck] [weiter>] 32 products in this category ELECTR. HANDLING + OFFROAD KIT Discovery 3/Range Rover sport 1.626,00 EUR Product data sheet print The Discovery 3/Range Rover sport has a elevatorvariable pneumatic cushioning system with three positions. The lowest vehicle height is the load height. It is intended for driving speeds to 35 km/h. In this height the chassis does not have a suspension. The standard driving height lies 50 mm more highly. It is intended for the road enterprise in all speed ranges. The moreover one there is the Offroad Fahrh?he, which lies 55 mm more highly. In this driving height the chassis has besides a not controllable reserve of further 70 mm, which release it only automatically, if the vehicle in the area rests upon. With ELECTRONICS the HANDLING + OFFROAD KIT we would like to use the possibilities of a elevatorvariable pneumatic cushioning fully not exhausted with this system. This concerns a CAN bus computer, with which the vehicle can be lowered in the driving heights ?road? and ?Offroad? manually by depressing the key around 23 mm or raised around 26 mm. Thus the Discovery 3/Range Rover sport with an accessory equipment both road-optimized set lower and for the Offroad employment can be high-put. The sample applications in detail: With the HANDLING KIT can be lowered the Discovery 3/Range Rover sport in the standard driving height around 23 mm. Thus air resistance and driving stability are reduced increase noticeably with autobahn trip. Also during brisk travel on kurvigen highways are the smaller side inclination and the improved road-hugging property of advantage. In the Offroad Fahrh?he can the vehicle around further 26 mm be high-put. The advantage is clear, since with a clearance by approx. 275 mm (depending upon tire dimension) resting upon the vehicle can be avoided, instead of releasing the elevator reserve only if the vehicle already sticks. In Offroad tests we have determined that it is usually too late, to drive the suspension out if the vehicle already rests upon. The wheel suspensions can press themselves then into the soft underground and the cars stick. If the larger clearance is available however from the beginning, getting stuck can be avoided. Lowering on the road as well as the raising in the area are however only most frequent applications ELECTRONICS HANDLING + OFFROAD KIT. An important area of application is also driving on bad roads and ways. Here the Discovery 3/Range Rover sport can be high-put also in the road position. The travelling comfort increases then completely substantially, since more suspension strut movement is available. Silk-softly the chassis swallows hard impacts. If the speed rises durably over 100 km/h, the high putting is led back. This is a further advantage, since the standard Offroad height can be used only to 50 km/h. With ELECTRONICS the HANDLING + OFFROAD KIT can be thus individually exhausted the variability of a pneumatic spring system. Where in former times feathers/springs and shock absorbers had to be converted, now only a push of a button is necessary. Assembly 49 AW.
D
dbregman
Guest
I came across this the other day - I wonder if it would work for the LR3.
http://rangerovers.net/rrupgrades/extended.html#top
http://rangerovers.net/rrupgrades/extended.html#top
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CharlieFoxDelta
Guest
A lift on the LR3 would be overkill IMHO. If the look and performance is what you're after, you can relatively easily mount on some 33" tires with minor fender trimming.
Just my $0.02.
Just my $0.02.
G
gil stevens
Guest
expectthebest said:
those trucks are set up for speed, more speed and LOTS downward travel to minimize impact. (notice how low they are) hardly something you can compare to a robust trail truck. IFS is fine and dandy, but it is far from being as stout as a solid axle setup. not to mention ease of service.
Humvees run independent with portals and they break half shafts left and right. a 4Runner half shaft is more stout then a Humvee though. that's hardly something you can fix on the trail quickly.
garrett said:
It's interesting you bring up the 4-Runner IFS. I was looking under my Dad's 91 Toyota pickup on Saturday and noticed it has a fron IFS. This actually surprised me. I see these pickups lifted all the time. Do they have lots of problems due to lifting? I havn't heard of many. If they don't have problems, why would the LR3?
By the way, I'm not being argumentative here, just trying to learn something.:bigok:
G
gil stevens
Guest
expectthebest said:
you might not have noticed the IFS under alot of toyota pickups as a ton of those trucks go the SAS route using a dana or an older toyota solid axle. there are IFS lifted toyotas, but they dont perform anywhere near as well as the SAS trucks..
yeh what Gil said. lots of the 4Runners had solid axles under them. the Toyota Hilux is a very popular choice in just about every other continent and for good reason. they are a very solid truck. many of our troops on foreign soil are using these very trucks.
the company i work for has one IFS truck for off road training and while it does just fine, it is far from the solid axle FJs or 4Runners that we use. i just spent 5 days (10 hours a day) in one and we hit just about everything there was to hit on the trails. haha.
you're are just very limited with the IFS system all the while being a weaker system that is less field servicable.
the company i work for has one IFS truck for off road training and while it does just fine, it is far from the solid axle FJs or 4Runners that we use. i just spent 5 days (10 hours a day) in one and we hit just about everything there was to hit on the trails. haha.
you're are just very limited with the IFS system all the while being a weaker system that is less field servicable.