5th Gen 4Runner Icon Coilovers fit 2014 Tacoma

TW Members,

I searched high and low, but could not find a positive answer on whether a 5th Gen 4runner front Icon Coilovers would fit the 2nd Gen Tacoma. Does anyone if the parts are interchangeable? Thank you in advance.

Tue

 

Did you ever get your answer? I'm curious too.

 

a call to down south motorsports would sort this right up. Part of me believes yes they should work, but they might be valved differently.

 

Appreciate the lead. I sent @Downsouth Motorsports a PM. Thank you.

 

I'm actually just curious if coilovers in general from a 5th Gen 4Runner will fit a 2nd Gen Tacoma. Doesn't have to be specific to Icon.

Thanks in advance

 

yes, but the sway bar brackets are different

 

swaybar should be taken off with those coils anyways... let them do the work.

 

exactly

 

This might be a dumb question, still in the suspension planning stages. But do you recommend taking the sway bar off even if I'm 2wd?

 

2 and 4wd are exactly the same in terms of suspension handling and setup. The sway bar removal is determinate on what your going to be doing with the truck. Primarily on road, leave the sway bar on, anything more than moderate off road use and you if plan on running an aftermarket upper arm and an extended travel coilover take it off.

 

That answered my question, much appreciated!

 

My truck lives 95% of its life on road, just recently did SPC UCA's but have had 5100's at 1.75 for some time.... sway bar has been off for just as long. The ride on the road is greatly improved as is off road. You do not need the fancy coil overs n what not to reap the benefits of no swaybar.

Take it off, its free n easy, if you like it, leave it off, if not put it back on.

 

I hate to say it to you but this is your brain playing tricks on you combined with the better ride and valving of a 5100, very similar to people claiming massive HP gains with a cold air intake and exhaust. We call that the "butt dyno"

Your 5100s have a stiffer more aggressive valving than the OEM shocks toyota provides, regardless of trim they are a huge improvement over stock. Tacomas and Toyota vehicles in general have a very "boat like" and bouncy feel from the factory which as a result creates a lot of body roll. your 5100s however do not droop any further than the OEM shocks as they were designed as a vehicle specific replacement option by Bilstein. To add to that, your SPC arms do not allow the shock to droop any further and are simply an alignment correction aid. You may be able to articulate the truck slightly better without the sway bar attached at absolute extremes but is not affecting general ride quality of the vehicle. A sway bar on any vehicle will reduce body roll and keep the vehicle more planted. This is why I added one in the rear of my truck...



and i don't think its negatively affected my suspension travel...



The only time it makes 100% sense to remove is with a shock that is capable of more suspension travel that stock as the sway bar will restrict the shock from reaching full droop since it simpy was not designed to operate at that extreme an angle.

 

umm.... 5100's are about an inch and a half longer than the stock shocks and allow them to droop more. With sway bar on I gained a couple inches of flex over stock shocks. With the swaybar off i gained even more. The spc arms allowed the suspension to droop even more as the stock uca's were hitting the coil at droop limiting droop.

Pot holes and non straight on road bumps are felt significantly less without the swaybar as to be expected as the front tires can work independently of each other.


The swaybar on your racetruck is there to control the huge amount of soft bump soaking suspension travel you have and help with body roll. Like you stated the 5100's have stiffer valving than stock, and when like in my case, are set to preload the coil to 1.75 the extra spring stiffness helps offset the extra body roll by not having the swaybar.

 

Really? Are you sure about that?

Bil-24-188401 (Bilstein 4600)
OEM Toyota Replacement shock
Collapsed length: 17.1"
Extended Length: 22.17"

Bil-24-239370 (Bilstein 5100)
Collapsed Length:17.03"
Extended Length: 22.56"

They're designed as stock replacement "height adjustable" adding in an inch and a half of additional length would require the addition of an aftermarket UCA which is not the case.

Also your SPC arms still utilize an OEM style ball joint, the reason you are not contacting the coil is the ability to adjust the location of the joint on the arm which is commonly known as alignment correction. The Ball joint is not capable of any higher angles than stock, but it is able to sit in a better position away from the coil.

On top of all that, your stock springs are not any "stiffer" when you're set to 1.75" as opposed to stock height as they are still the exact same length. The way a 5100 works is by adjusting the lower spring seat which does not increase the spring rate on the coil at all rather only where the shock sits through its travel range at ride height. For every setting you increase on the shock body the less down travel you auctually have as the shaft is already further extended at ride height.

 

I should of made my inch an a half statement more clear.... thats droop at the wheel aprox. Just measured the fully extended length of the stock shocks on our trucks.... 19.75in from center of the eye to where the dust boot sits. the 5100 measurement is spot on at 22.56in. .75in longer at the shock = 1.5in at the wheel.

Next.

SPC utilizes a ball joint style upper connection... It is not a stock ball joint. Stock have about a 60* range of motion. SPC ball joint has 82*.... your standard uniball UCA offered by camburg, total chaos etc with proper misalignment spacers (read max amount of articulation out of the uniball) gets you right around 60-73* depending on uniball style and how the misalignment spacers are machined. So infact the SPC arms offer more articulation than any uniball on the market.

Lastly.

Coils and preload.... these measurements are taken at full extension, not under weight. Pull the strut assembly out of the truck. 5100 @ 0 setting say preloads (compresses coil) by 1 inch (just saying a figure to work with here). Move the spring seat up 2 notches and you just increased the preload on the coil by about 1in to a total preload of the spring of almost 2 inches. On a progressive wound spring like the ones on my TRD OR, adding more preload puts the spring into a higher spring rate...

Trust me when i say at each step they got me more droop, tape measures do not lie.

 

ok

thats not how it works, but this is exactly why I stopped trying to provide information on TW. I'm going back to my BS threads now.