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I've had 3 Hilux-ishes. I like the forward control ones with a good load space and capacity. '84 2x4 2Y (1.8 petrol had a power band like a two stroke), '89 4x4 2L (2.4 diesel would get you anywhere eventually) and currently have a '95 AWD 1KZ (3.0T diesel that's pretty responsive) with just over 150,000 clicks. Every one a manual.
Have been driving the forward control Hilux's ever since I got my license in '80.
@Mauser308 that’s one of the best description of the problems trying to get the Ranger (and other brands) fit for hard work that I’ve read.
The description of the change to handling dynamics is very salient indeed - there are that many guys out there that slap heavy springs onto the rear of the ute and haven’t a clue why the thing drives like a disabled crab afterwards. To be fair, there are dozens of dealers that wouldn’t have a clue either.
In Australia, the GVM upgrade path solves a lot of this. The vehicle goes from the dealer to the suspension shop for a complete suspension replacement, with a kit that is certified by the transport authority as being made by an official “second stage manufacturer” and therefore complying with a long list of technical requirements. Lovells and Pedders are the two main companies certified to do this.
The vehicle is then checked and signed off by an engineer, and only then registered - and the registration reflects the increased load capacity.
What the vehicles owner gets is not just upgraded capacity but a carefully matched set of springs front and rear, so that driving dynamics are not compromised. GVM upgrades are not for the occasional heavy load carrier, as the vehicle will be over sprung for the majority of its use. For the vehicle to drive comfortably you need to have a constant load. I’m so used to driving a heavily sprung ute with light truck tires that I don’t notice the hard ride. I didn’t buy a ute for comfort anyway...
The performance of the vehicle - heavily laden and towing - in the roughest toughest of conditions is very, very impressive. Whilst the GVM upgrade doesn’t exist in New Zealand, the approach to upgrading a vehicle’s suspension can be replicated using the same aftermarket parts, as they are available here.
FWIW as a Hilux man, I’ve got my beady eye on how the factory suspension is performing on the current line-up. On the first batch of GUN26R (three of them), the rear leaf packs were buggered by 60,000km. This was from constant (over) loading and heavy towing by typically irresponsible cockies who have a work it ‘til it breaks mentality. The original springs were replaced with a standard set of springs on two of the vehicles, and the third got a full front and rear upgrade to my specs. By the time the vehicles were sold at three years, the two with the standard springs were very tired (140-150,000km). The third vehicle with the upgrade kit was fine.
The three replacement vehicles (2020) all got upgraded spring kits before they left the dealer. These vehicles have already got 40,000km+ on them. You can feel and see the difference when the 3t trailers are hooked up - the vehicles sit level and don’t wallow around on the road. They don’t trash the rear tyres now, and the traction is much improved. The difference a well matched setup makes is worth every cent.
Picture of the Lovell’s GVM upgrade rear leaf spring pack on a 2014 Hilux. Happen to be replacing the rear axle seals and bearing at the moment, so easy to see...
Attachment 160873
Airbags are one of those “Marmite” upgrades, like fat tyres and EGR deletes. For every conversation that supports them there seems to be an equally vociferous conversation that says they are dangerous and risk damaging your vehicle.
My view is that it is very much a case of “depends on application”. I think if you’re cruising the highway towing a caravan in an otherwise standard vehicle, then why not. But with what I do, I don’t want a pivot point on the chassis - created by the airbag - where no pivot point was designed by the manufacturer.
Back in the day in Australia there were several quite high-profile cases of cracked chassis from use of airbags on heavily laden vehicles, in environments where axle articulation was maxed out. This was particularly problematic on the Nissan Patrols, otherwise mostly excellent vehicles. Our chief mechanic for the exploration vehicle fleet in WA flatly refused to fit airbags, and instead went with GVM upgrades, 12 ply narrow LT tyres, big bore oil shocks machined to the spring rates, and on-board compressors. Setting tyre pressure correctly for the conditions and load was just a normal part of driving - for a 200km trip into the camp you might stop to alter pressures four or five times, for sand, extreme corrugations, the old single lane bitumen strips and the sections of tyre wrecking rocks famous for destroying many an Outback trip for the unwary.
Anyway I’m waffling. Airbags? Yeah, nah, maybe.
