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  • Front anti-roll bar quick disconnects

    Is it possible to get front anti-roll bar quick disconnects for the 90 series?

  • #2
    Originally posted by haakonbs View Post
    Is it possible to get front anti-roll bar quick disconnects for the 90 series?

    Nothing out there yet, but i am working on it.

    Regards, Jason.

    Comment


    • #3
      Cool. Let me know. Hope you can ship to Norway

      Comment


      • #4
        Hey,

        This kind of option might interest you;

        http://www.fjcruiserforums.com/forum...ts-fitted.html

        It allows you to retain the sway bar with improved flex.

        You can also make these yourself.

        My biggest concern with this design is about the bolt head snapping on a big hit, then you're going to bust a CV boot.

        Interesting idea though!

        Best

        Mark
        2006 GXL petrol auto. ARB deluxe bar x3 HID IPF's, ARB alloy roofrack, ARB awning, BFG A/T, Safari snorkel, Piranha breathers, Pacemaker extractors, custom Ironman 45710FE 436-569mm with Dobinsons 350, custom Ironman 45682FE 383-618mm with Dobinsons 487, Firestone kevlar 60psi airbags, 30mm extended Roadsafe links, AMTS bashplate and recovery points, ABR Flyer with Powersonic AGM.

        Comment


        • #5
          Thanks. These might fit?

          http://wabfab.3dcartstores.com/End-L...cts_p_753.html

          Comment


          • #6
            Originally posted by haakonbs View Post
            It lists 1996-2002 4runner so those may actually work! Note the link is for both permanent links and disconnect links so be sure to choose the right one.

            I wonder how well these work in practice, as only the lower section can be disconnected, leaving the entire length of the disconnect hanging there, potentially able to hit arms or CV's..??
            glen_ep - engineered, 4" lift, 33" 255/85R16, lockers, 4.88 ratios www.pradopoint.com.au/showthread.php?17237 www.youtube.com/user/glenep www.fb.com/groups/ToyotaPrado90

            Comment


            • #7
              I've thought of that as well

              Comment


              • #8
                You would only want to disconnect one side otherwise the bar is unrestrained.
                My 150 build - http://www.pradopoint.com/showthread.php?27423-A-Random-approach-to-a-Bluestorm-150-GXL-D4D-automatic

                Comment


                • #9
                  Originally posted by mjrandom View Post
                  You would only want to disconnect one side otherwise the bar is unrestrained.
                  True, except with one side completely controlling the bar who knows what is happening at the other end. I'd prefer to disconnect both ends of the bar, and both ends of the connects.
                  glen_ep - engineered, 4" lift, 33" 255/85R16, lockers, 4.88 ratios www.pradopoint.com.au/showthread.php?17237 www.youtube.com/user/glenep www.fb.com/groups/ToyotaPrado90

                  Comment


                  • #10
                    Hey all,

                    Where is the sway bar tied off if it is disconnected on both sides with disconnects?

                    ...does anyone have an accurate measure of how much more articulation there is with the front sway bar disconnected? With the limited travel on the IFS, I'm guessing you won't get much more of an advantage, perhaps 1" bump relative to full top-out on the other side??

                    Best

                    Mark
                    2006 GXL petrol auto. ARB deluxe bar x3 HID IPF's, ARB alloy roofrack, ARB awning, BFG A/T, Safari snorkel, Piranha breathers, Pacemaker extractors, custom Ironman 45710FE 436-569mm with Dobinsons 350, custom Ironman 45682FE 383-618mm with Dobinsons 487, Firestone kevlar 60psi airbags, 30mm extended Roadsafe links, AMTS bashplate and recovery points, ABR Flyer with Powersonic AGM.

                    Comment


                    • #11
                      I had a play with the 120 a few years ago and decided it wasn't worth the trouble but cannot remember the difference in flex but it wasn't much. I like the idea of the sliding disconnects because the sway bay cannot flop around like an untrained seal but I wonder if the bolt head might become nasty and too close to the CV.
                      My 150 build - http://www.pradopoint.com/showthread.php?27423-A-Random-approach-to-a-Bluestorm-150-GXL-D4D-automatic

                      Comment


                      • #12
                        Hey MJ,

                        After reading the whole FJ thread on the sliding links, it seems like they can make a bit of noise when they're banged down, and I agree with you, I'd be worried all the time about snapping a bolt head and busting a CV.

                        I can't see how the sliding link concept could be engineered more safely, as if it moves, it can break!

                        When you mucked around with yours, did you just take one side off or both? I'm thinking you'd still need to tie off the disconnected side with some sturdy chain.

                        Best

                        Mark
                        2006 GXL petrol auto. ARB deluxe bar x3 HID IPF's, ARB alloy roofrack, ARB awning, BFG A/T, Safari snorkel, Piranha breathers, Pacemaker extractors, custom Ironman 45710FE 436-569mm with Dobinsons 350, custom Ironman 45682FE 383-618mm with Dobinsons 487, Firestone kevlar 60psi airbags, 30mm extended Roadsafe links, AMTS bashplate and recovery points, ABR Flyer with Powersonic AGM.

                        Comment


                        • #13
                          Originally posted by Whitey View Post
                          Hey all,

                          Where is the sway bar tied off if it is disconnected on both sides with disconnects?

                          ...does anyone have an accurate measure of how much more articulation there is with the front sway bar disconnected? With the limited travel on the IFS, I'm guessing you won't get much more of an advantage, perhaps 1" bump relative to full top-out on the other side??

                          Best

                          Mark
                          Yes it needs to be tied up. Either the disconnects should come with a wire for this purpose, or use zip ties.

                          As for the measured advantage, it's a lot ...

                          Originally posted by glen_ep View Post
                          Front travel:
                          - with sway bar: 4.5" up hill, 6.5" down hill
                          - without sway bar: 7.6" up hill, 9.4" down hill
                          glen_ep - engineered, 4" lift, 33" 255/85R16, lockers, 4.88 ratios www.pradopoint.com.au/showthread.php?17237 www.youtube.com/user/glenep www.fb.com/groups/ToyotaPrado90

                          Comment


                          • #14
                            Ok Glen has better results than I remember. I just dropped one link off and then jacked up the side until that wheel (disconnected side) came off the ground. Maybe the sway bar was still binding. I was playing rather than doing proper research.

                            If you could disconnect at the bottom and the top was a heim or rose joint you could just spin it around or have a chain to pick up the bar so it sits neutral. Might have a good look at the 150 this coming weekend.
                            My 150 build - http://www.pradopoint.com/showthread.php?27423-A-Random-approach-to-a-Bluestorm-150-GXL-D4D-automatic

                            Comment


                            • #15
                              Hey Glen,

                              Could you explain where you are measuring from?

                              If that is wheel travel measured on the outside of the wheel, these numbers seem too high in terms of strut travel. If I use your numbers, and apply the leverage ratio of 1:2.2, I get;

                              With swaybar; up 114.3mm down 165.1mm /2.2 gives 51.95mm + 75.05mm = 127mm strut travel

                              No swaybar; up 193.04mm down 238.8mm /2.2 gives 87.75mm + 108.55mm = 196.3mm strut travel

                              Unfortunately I don't know what front struts you were using and their closed-open lengths, and I don't know what the OEM struts are for the 90 series, but 196.3mm seems a bit high for the front end IFS on the 90??

                              On the 120, from bump stop to CV bind on the strut is about 475mm to 570mm, giving around 95mm of travel total, see here;

                              http://www.pradopoint.com/showthread...-Prado-120-IFS

                              Unfortunately I don't know what the leverage ratio on the 90 IFS is (which could be different to the 120), and what the 90 OEM closed-open lengths are, and what the bump stop to CV bind is on the 90 IFS.

                              Could you provide all of that info and how you got those measurements with and without sway bar, so it's clear in my 120 head!

                              Thank you!

                              Best

                              Mark
                              2006 GXL petrol auto. ARB deluxe bar x3 HID IPF's, ARB alloy roofrack, ARB awning, BFG A/T, Safari snorkel, Piranha breathers, Pacemaker extractors, custom Ironman 45710FE 436-569mm with Dobinsons 350, custom Ironman 45682FE 383-618mm with Dobinsons 487, Firestone kevlar 60psi airbags, 30mm extended Roadsafe links, AMTS bashplate and recovery points, ABR Flyer with Powersonic AGM.

                              Comment

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