PTR13-35150 - Bilstein TRD PRO kit - Upgrade??

Just loosen them so you can hang the control arm down, it needs an alignment anyways. I marked mine before loosing but it won’t really matter the camber caster and toe will change when ride height changes

 

Just some additional info I thought was interesting.....

Hello,
The shocks on the TRD Pro are unique to TRD and have no aftermarket equivalent. Our aftermarket 5160’s will accommodate a 0-1.5” lift.
Right rear 25-242539
Left rear 25-242379
Kind Regards,
Michael Ritchie
Technical Sales & Warranty Support Expert
thyssenkrupp Bilstein of America, Inc
T: +1 858 386-5909,michael.ritchie@thyssenkrupp.com
thyssenkrupp Bilstein of America, Inc, 14102 Stowe Drive, Poway, CA 92064, USA,www.bilsteinus.com

....and

Hello,
As I said the TRD are built for TRD under contract we have no data on them. And I provided the lift coverage for our aftermarket units. They are not the same. If you need data on the TRD units please conact TRD.
Thank you
Kind Regards,
Michael Ritchie
Technical Sales & Warranty Support Expert
thyssenkrupp Bilstein of America, Inc
T: +1 858 386-5909, michael.ritchie@thyssenkrupp.com
thyssenkrupp Bilstein of America, Inc, 14102 Stowe Drive, Poway, CA 92064, USA, www.bilsteinus.com


....for whatever thats worth

 

Toyota Install Guide.......

 

I don't think bilstein can officially answer that question in an email! You need to take the guy out and butter him with few drinks to get the real answer!

 

Truck is 17 SR DCSB

Just when I think I have resisted the forum...

So I stopped by the local dealer today to see what they would sell them for:

He said he would match the internet price of $574. I have been following the thread from the beginning so don't kill me.

So $574 for kit + leaf in rear to level ($ not sure cost of this--did see where someone suggested getting one of the heavy duty kits and take a leaf out in case needed later--maybe @Lt. Dangle Dangle not sure) + alignment = $ ? Is there still a Bro Lean issue with this Kit?

Versus

Bil 5100 around $390 (quick internet search) + Alignment + $ ?

Have seen some complain about the ride of 5100's.

Any advice on going either way with these? Pros--Cons?

 

I called them this AM and got the same response.....

Basically what they are saying is I can’t tell you they are the same as 5160’s with TRD stickers, because if I did, Toyota would be mad you won’t pay $1500 for a $900 suspension, or $350 each for a 5160 listed at $500 MSRP.

 

Maybe I'm oversimplifying this, but... These were designed by Toyota to go on 2nd gen Tacomas, correct? And 2nd gen / 3rd gen suspensions (besides springs/shocks) are virtually identical? And I would assume that Toyota would realize that the back end of the trucks with this package installed would need to be lifted so the trucks weren't going around with a negative 1" rake, right? I mean who wants to drive around with your headlights shining in the top of trees like you're hauling 'shine? So why on earth would Toyota spec out a rear shock that would be incapable of being lifted to restore the factory rake without bottoming out and damaging it? I would assume the Pros were setup like this. This was designed to work as part of an integrated performance package. I have to think Toyota would have taken this into account in the design of this kit or it would
have had issues well before now.

Or am I completely off the mark...

 

I never touched the eccentric bolts when I did my 2G. I just disconnected the sway bar, lower bolt and upper ball joint. Ended up pulling the upright out that way.

When I had a member do the ECGS bushing we undid the axle nut and lower ball joint but not the eccentric bolts.

I can understand why Bilstein wouldn't give out the information as Toyota probably had a NDA on them. I can't imagine they are that much different. For what it's worth I bet the majority of people buying this suspension (myself included) aren't going stress this setup enough to even risk damage. If they are longer than the 5100s people run, I think we are okay.

Worst case a set of replacement 5160s 3-5 years down the road isn't the end of the world. I'll have to do some reading about the TSB springs for the 2G and if people with Bajas had it done and their results as the TSB springs sat higher than the stock units (I got nearly 3" of lift with a TSB spring / Icon AAL from a 2+1)

 

Part of the instructions for the installation of this kit is to adjust the headlights.

They knew it would be nose high.

 

Most people agree that the 2015 pro did infact come factory with a bro lean.

 

It's been awhile since I did it but yeah, that sounds right.

 

Don't know that I agree with that logic. You would adjust them because you are messing with the stance of the truck. Doesn't necessarily mean it would be nose high. Could be level or even slightly less rake. This pic of the 2015 Pro doesn't look nose high to me...

 

Ask someone who owned one. There are other threads discussing the issue. I'd trust a guy with a tape measure over a press photo.

 

Part guru that hooks me up on my purchases! Fellow Tacoma owner and on this forum.

 

I would assume Toyota intended for this kit to level the truck. The rear on my stock 2014 SR5 is exactly 1.75" taller than the front (hub to fender). And 1.75" lift seems to be the most frequently reported lift height on the forum for 2nd gens.

 

They also lost that contract on the tacoma to Fox, and just lost the 4runner and Tundra too.
And Toyota is blowing out their stuff at half of retail, essentially undercutting their sales untill they deplete stock.

I’m suprise they were as helpful as they were.

 

Ya.I had an 2006 reg. cab and fine tuned the front to 1.25 inches and still had a little rake to the rear. 1.75 sound right for the 2nd Gens.

 

Order placed on 2/10 from oempw, backordered but promised to get shipment by 2/16 from Toyota. Fingers crossed

 

An alternative method is remove the 19mm spindle bolts with the LCA supported, always disconnect the ABS 10mm bolt from the UCA as a precaution, front swaybar disconnected, then muscle the coilovers in.

I think aftermarket UCA's are a good idea at the same time so you get the full articulation the shocks provide. UCA install has some glitches, will have to bend a bit of metal with channel locks, remove the battery driver side, remove the airbox passenger side, but it's only an hour.

Actually, if you remove the UCA bolt first, LCA supported with a floorjack, bust the UCA balljoint loose, the coilover install goes much smoother. Then get the coilover in loosely, LCA supported, get the UCA bolt in, tighten but not to full torque.

Of course, you use anti-seize on all the bolts when installing, when everything is put together tighten the three top nuts on the shock tower. The inner one is a pain, but can be accessed from the engine bay with the battery removed and a wiring harness out of the way (which is necessary for the UCA install), same goes on the passenger side.

Then let it down onto the tires, bounce it a bunch with your fatass friends/relatives, then do the final torque on all bolts. UCA bolts I think most people torque them before bouncing, but they can be torqued down later with a ratcheting 19mm and some muscle after the tires are on and it's on the ground.