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Hi all,
Some of you may remember my earlier post about my “budget” build on this SR5 (Here). That phase is wrapped up, and this thread is meant to focus on the suspension setup I’ve landed on and the reasoning behind it.
I don’t plan on turning this into a running update thread, but I’m more than happy to answer questions or expand on any of the decisions below.
ARB OME MT64 (3” front / 2” rear)
I wanted a system that’s valved for load and durability first, not just initial plushness. The MT64 shocks are tuned around real-world accessory weight (rack, skids, RTT) and are known for good heat management and long-term consistency. This felt like a better fit than a softer, more “sporty” setup that might degrade once the truck is loaded.
ICON tubular UCAs w/ Delta Joint Pro
Primarily chosen to restore proper alignment at lift height and maintain good steering feel. The Delta Joint allows for increased articulation without the maintenance and noise tradeoffs of a traditional uniball, which aligns better with daily-driver use.
ICON rear adjustable track bar
At 2” of rear lift, correcting axle centering felt worthwhile. This keeps rear suspension geometry where it should be, especially noticeable on-road and under load.
Dobinsons diff drop
Installed purely to reduce CV angles and long-term wear. Not flashy, but a cheap and sensible addition once you’re lifting the front end.
Dobinsons rear adjustable sway bar links
Used to correct sway bar geometry after the lift. The intent here is consistency and predictability rather than disconnecting or maximizing articulation.
The common theme here is geometry correction and balance. The springs, shocks, UCAs, track bar, and sway bar links are all doing their part to keep the truck behaving predictably both loaded and unloaded. Nothing in the system is overbuilt or out of place for the intended use, and no single component is compensating for another.
Cheers,
Some of you may remember my earlier post about my “budget” build on this SR5 (Here). That phase is wrapped up, and this thread is meant to focus on the suspension setup I’ve landed on and the reasoning behind it.
I don’t plan on turning this into a running update thread, but I’m more than happy to answer questions or expand on any of the decisions below.
ARB OME MT64 (3” front / 2” rear)
I wanted a system that’s valved for load and durability first, not just initial plushness. The MT64 shocks are tuned around real-world accessory weight (rack, skids, RTT) and are known for good heat management and long-term consistency. This felt like a better fit than a softer, more “sporty” setup that might degrade once the truck is loaded.
ICON tubular UCAs w/ Delta Joint Pro
Primarily chosen to restore proper alignment at lift height and maintain good steering feel. The Delta Joint allows for increased articulation without the maintenance and noise tradeoffs of a traditional uniball, which aligns better with daily-driver use.
ICON rear adjustable track bar
At 2” of rear lift, correcting axle centering felt worthwhile. This keeps rear suspension geometry where it should be, especially noticeable on-road and under load.
Dobinsons diff drop
Installed purely to reduce CV angles and long-term wear. Not flashy, but a cheap and sensible addition once you’re lifting the front end.
Dobinsons rear adjustable sway bar links
Used to correct sway bar geometry after the lift. The intent here is consistency and predictability rather than disconnecting or maximizing articulation.
The common theme here is geometry correction and balance. The springs, shocks, UCAs, track bar, and sway bar links are all doing their part to keep the truck behaving predictably both loaded and unloaded. Nothing in the system is overbuilt or out of place for the intended use, and no single component is compensating for another.
Cheers,
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