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The IFS 100 Series 'Cruisers roll out of the factory line with a nose-down attitude, seemingly sagged from day one. Mark Allen spends a few hours with Macquarie 4X4 to check out its suspension upgrade kit

Words and photography by Mark Allen

It's been well documented that the IFS on the 100 Series LandCruiser is a little on the weak side when it comes time for a suspension upgrade with either a height increase or a heavier-rate torsion bar. The lower wishbone has been known to develop cracks along the spot welds in the all-too-thin, partially welded metal. Macquarie 4X4 has developed a kit to strengthen these lower wishbones. A separate kit to give the IFS a moderate lift has also been developed and can be fitted in conjunction with, or separate to, the strengthening kit.

STRENGTHENING
Macquarie 4X4's strengthening process utilises ARB bolt-on brackets for the lower wishbone. In addition, they stitch-weld the inner arms, which is where they crack, to add to the outer Toyota factory welds. Once the ARB brackets are bolted in place, they too are fully welded to the factory arms, providing a far stronger set-up.

LIFTING
For the front end, Macquarie 4X4's kit includes several alloy 20mm spacers that slot in between the chassis and the front diff and suspension components. This kit retains factory CV and front-axle angles so as not to incur increased wear and tear. The main spacer used is a custom fabricated, steel crossmember that replaces the factory unit. This crossmember has upswept wings on either end to provide a 20mm increase in height and utilises all factory mounting hardware other than a few longer bolts to compensate for the lift. Duncan, of Macquarie 4X4, utilises ARB heavy-duty torsion bars in conjunction with Bilstein shock absorbers to provide additional lift (via the torsion bars when wound up) and a better ride (via the Bilsteins).

At the rear, ARB coils, with a thicker wire and tighter-wound spring, are used to provide the increased height and carrying capacity. Optional Polyair bags can be fitted and are adjustable depending on the weight carried. Before and after measurements of the Cruiser saw an increase of 65mm at the front and 40mm at the rear. This provides not only a sensible lift, but a more level attitude and vastly improved handling in all situations. It also allows a 33in tyre to be fitted without rubbing on-road or at full flex. Once this job had been completed, Duncan insisted I take the 'Cruiser for a test run, which included a series of speed humps, broken bitumen roads and a fast dirt track.

"Go on," he says, "take those humps at 80 minimum. You won't feel a thing." Having driven these very same obstacles previously at close to 40km/h, I must admit to being a little tentative, but 80 I did, and I was amazed at the lack of thump' and bounce' as per the factory set-up. The combination of ARB torsion bars and Bilstein shocks soaked up the sharp humps (a series of earth mounds on a local track) with ease and ensured the wheels stayed in contact with the ground at all times. The broken bitumen and rutted dirt runs were equally as impressive. Gone was the factory body roll, making the driving experience far safer during emergency changes of direction, such as when swerving to miss a pothole or wandering wildlife. A short low-range drive saw more flex than a standard-issue IFS 'Cruiser, though don't expect the massive flex achievable from a solid axle and coil front end 'Cruiser.

THUMBS UP OR NOT?
All up, you're looking at dishing out $2800 fitted, (Polyair bags are an additional $450) for a kit that uses nothing but the best gear on the market. My short drive impression was one of amazement at how much better a 'Cruiser can handle over a stocker, and the fact that the vehicle now sits level (front to rear) would make this kit high on my wish-list - if I owned an IFS 100 Series LandCruiser.