Driving Line VOLUME V ISSUE 2 | SPRING 2019 | Page 69

Out back, King provides 2.5-
inch smooth-body, remote-reservoir
shocks. These lightweight units are fit with
hard-anodized 6063 aluminum-alloy fluid reservoirs
and hardened chrome shafts. This allows the nitrogen-
charged absorber to be corrosion-resistant and dissipate heat
quickly to reduce shock fatigue.
As is the case with the front, the rear shocks mount in the stock location.
The reservoir mount ties into the stock bumpstop mounting location to keep the
cylinder out of harm’s way. These shocks are designed to work with coil springs
up to 2 inches over stock. We’re keeping our factory coils in for now, as the lighter
factory coil rate combined with the more aggressive King valving is an excellent
recipe for a smooth ride.
Another critical equation to increase the performance of the 4Runner was
fitting it with a better set of treads. We opted to go with Nitto Ridge Grapplers in a
265/70R17. This is the recommended stock sizing for the 4Runner, which meant we
could easily have a fullsize spare onboard and didn’t have to worry about rubbing
issues since we were retaining the stock 4Runner wheels.
SEAT TIME
Since we had our coilovers set with the preload adjuster at its highest setting, preferences and optional equipment. Overall, it’s pretty impressive at how quickly a
we only gained roughly 1 inch of lift. This took the 4Runner closer to level, which was better suspension system and tire can alter the 4Runner in such a positive way. We’re
a welcomed change. Out of the gate, we immediately noticed how much smoother continuing to put miles on our Ridge Grapplers and are amazed at how quiet they
the 4Runner rode. The large shocks combined with the increased valving properties are, despite the more aggressive tread design. We’ll have long-term updates on our
made a huge difference with how the 4Runner handled. On-road, this equates to a 4Runner build, so be sure to check back for the latest updates.
speed-bump slayer that’s more stable in the corners and laughs at imperfections in the
road. Off-road, it means you won’t bounce all over the dirt when the trail gets rough.
The faster you want to push the vehicle, the higher you’ll want to dial
up the adjuster knobs. We found the lightest setting that
works best on-road for the front coilovers,
with a few clicks to the firmer position out
back. Much of this will depend on ride
SOURCES
King Shocks, 714-530-8701,
kingshocks.com
Nitto Tire, nittotire.com
MORE OFF-ROAD SUSPENSION TUNING
AT DRIVINGLINE.COM
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