I have received a lot of inquiries about my rigs, the gear choices and guiding philosophy. This write-up is an attempt to share a little of the story behind the modifications I have made and what additional equipment has been installed. It will be a work in progress so please check back for updates!
Here is the replacement! A 2018 Toyota TRD Off Road Premium with a factory rear locker, crawl control and multi-terrain select features.
Lots of upgrades were installed by me: sliders, better suspension, dual battery setup, beefier rear lower control arms and A-Arm skids. I'll be updating this post as I make progress on the modifications.
I took off the suspension from the old 4Runner and sent it to the factory for a rebuild with new seals, springs and so on.
The rock sliders from the old 4Runner needed a small modification so that they would fit well on the new 4Runner.
I spent time in the garage measuring and cutting then had a shop weld on a small 2" square plate over the opening.
The sliders' four mounting U-bolts have been cleaned and repainted.
I also cleaned and repainted the rear springs and the rear lower control arms.
Front of the sliders have been welded. They'll need a bit more cleanup and lots of paint.
Suspension install -. The "old" swaybar relocation brackets would not work on the new 4Runner so I ordered a new set. After I received them the front coilovers, rear coil springs, rear shocks, bumpstop spacers and heavy duty lower control arms were installed.
Sliders are clean and repainted, ready to bolt up!
A few late afternoon shots of the install.
Each of those round openings is a spot to place a HiLift Jack where it won't slip when lifting the truck.
A view down from the driver's side door.
The offset blocks for the swaybar have been installed and I now have the swaybar back into the 4Runner.
The block goes in first and serves to move the swaybar a little forward so as not to contact the coilover.
Here is what it looks like with the OEM Bracket and swaybar reinstalled.
I fabbed a swingaway front license plate holder that is down below the bumper. Keeps the LEOs happy and I avoided drilling holes in my nice front bumper. Here is one of the spring loaded hinges I used.
The two of them apply opposing force so the "neutral" position is straight down but they allow the plate to give to any bushes or other objects that might have bent the license plate.
Pushed all the way back
Pushed all the way forward
I also installed my aftermarket end links for the rear swaybar. Here is the stock one in position
Here is the reconditioned aftermarket link next to a stock one. The extra length is to position the swaybar into correct alignment after the install of the taller rear springs.
I came up with a simple way to mount my ScanGuage II in a spot that allows unobtrusive yet easy viewing. This entailed making a simple mounting bracket out of thin aluminum and also some of the time-honored Velcro strips to allow removal for cleaning or other issues.
The cable for the OBD-2 connection routes next to the steering column. If I can find a right angle adapter I may be able to use the ScanGuage's rear port and lessen how much the cable hangs out in the open.
For the air compressor install above the driver's side fender well it was necessary to relocate a small electronics module as well as a small box that contains three relays.
The module was moved from the top of the fender well to an existing bracket for the braking system.
The relay box is normally fastened to the side of the fuse box and it has a series of channels that allow it to slide onto the fuse box's molded in bracket.
I made up a small plate out of aluminum and fashioned three "fingers" of aluminum that slide into the channels on the relay box. This new plate fastens to the wall of the engine bay above the fender.
This is the relay box fastened onto the new plate.
Here is the compressor's bracket fastened to the base plate.
This view shows the dense foam vibration absorption layer between the metal plates.
How the compressor looked on the plate during a test fit.
Compressor is intalled! The pressure switch and outlet are screwed in too.
Next project was to install the Tekonsha Prodigy P2 brake controller for handling the trailer's electric brakes. Similar to the last 4Runner there is a good spot on the bottom left of the dash. Toyota has the truck pre-wired with a connector so as to make it an easy plug-n-play install. Most of my efforts centered around the mechanical installation which meant opening up the dash. Always hard to tear into a new car!
Here is the P2 installed.
Second battery bracket was installed in the engine bay, passenger side.
The battery is actually an Odyssey PC1500 that was private labeled for Sears as a DieHard Platinum. Almost 5 years old and seems to be doing well.
This battery will be used for the fridge and the two way radios. It is maintained by a CTEK 250SA Dual.
The D250SA is a fully automatic, 5 step charger that supplies up to 350 Watts of power to any 12V lead acid service battery from 40-300AH, including AGM. It has selectable charge voltages for AGM batteries and can use power through its dual input from alternator, solar panel and wind power. When the service battery is fully charged, the D250SA will automatically redirect maintenance charge power to the starter battery. The D250SA can maintain a stable output up to 20A to vehicles fitted with smart ECU controlled alternators and also has a temperature sensor for optimised charging, regardless of weather conditions.
- 20A fully automatic temperature compensated charging for batteries from 40-300Ah while you’re on the move
- Dual input (solar and alternator in parallel)
- Battery separation replacing diodes and VSR relays
- Solar panel regulator with Maximum Power Point Tracking (MPPT)
- Selectable AGM option – 14.4V or 14.7V
- Maximized charging for better battery life and performance
- Temperature sensor to compensate for hot or cold conditions
- Splash and dust proof (IP65)
For running the fridge and radio I ran 2 cable pairs to the 4Runner's cargo area. What the area looked like before disassembly.
In order to route the wires I had to pull the interior panels off. The small metal box is the factory 117vac supply (inverter).
Bringing the power wires and radio cables out from behind the panel for connection to the modified AC Outlet Panel.
Here is the Toyota AC Power Outlet Panel modified for a LED readout DC Voltmeter, dual Anderson PowerPole outlet and high quality cig lighter socket. The meter pulls less than 0.009 Amps so I just leave it on all the time.
First time out with the new 4Runner and off road trailer in the Mojave Desert!
New tires! These are the Falken WildPeak AT3W replacing the stock Dunlop street tries. They are 265/70R17 and weigh only 7.5 pounds more per tire.
Here is a comparison shot which emphasizes the tread pattern the Falken offers for better offroading performance over a street tire.
The new tires have been performing very well
On the 2005 I had some Total Chaos skids for the lower front A-Arms. I repainted them and installed them on the 2018 4Runner
A new addition is now in the glove box
This dual USB outlet is wired to the second battery and is always powered up to allow charging when the engine is not running. With no load it pulls less than 0.014 Amps
My Expedition Trailer
This is the trailer when I first bought it in 2010 and it had giant tires and rims, no awning, no backup lights and other minor problems that I eventually corrected.
This trailer is a one-off built by a company that went out of business. Lots of companies out there sell similar designs so mine is not truly unique in size of design. However, I have improved upon the original platform by improving the wiring, correcting mistakes, adding in new features such as a Fiamma awning and powerful LED back-up lights.
One recent project was to replace the two straps that hold down the roof top tent (RTT) cover. They are to help prevent the cover from ballooning up due to pressurized air from the truck's slipstream while at speed. Besides having deteriorated two straps were not enough as the area of the cover over the ladder would balloon up six to ten inches. So I purchased new 2" wide straps and made new retaining plates for the ends.
Lock & Roll Hitch Failure
After the Lock N' Roll hitch failed on the 2013 Maze trip I purchased a Max Coupler hitch.
On mine the bushing for the bolt has thicker walls and a shoulder that sits against the bottom of the yoke. It has not had any outright failure issues but the bushing in the yoke is an area of concern due to wear. I am uncertain if the wear is due to metal-to-metal galling, lack of enough lubrication or invasion by dust and grit.
Here are some pictures of the damaged surfaces of the yoke and the bushing
There is enough play in it now that I had to order a new yoke. I experienced difficulty in communicating with the current OEM company, CU Offroad. I ended up ordering elsewhere. Here is what the new one looks like. Note the changes in the yoke including a grease fitting.
After waiting a week I finally received the new yoke that I ordered. Here are some pictures highlighting the design changes and what I observed about the quality.
For some reason CU Offroad calls this bushing a "Crush Washer" which it is not. The new bushing is now internally threaded to secure it to the bolt. However it is still a very hard steel wearing against the softer steel of the yoke.
These tacked on curved rods are meant to temporarily support the poly bushings on the tongue assembly so as to make it easier to align the holes for the hitch pin.
What;s this bare spot?
Pretty bad paint job.
Build quality is mixed. This gap in the bushing support is annoying.
The instructions shipped with the unit are completely out of date, failing to mention the bushing is now threaded and how to correctly disassemble the unit.
I believe that the more aggressive tires will shed mud more easily and eliminate this issue but the drought in California is not providing any usable test conditions.
Trailer Batteries & Solar Charging
My previous 4Runner
In 2018 I sold my 2005 4Runner and before selling I stripped out all of my modifications and, re-installed the original Toyota parts. It was at 239,000 miles and I felt that a new vehicle would be a good choice because of my frequent solo trips. The 2005 4Runner was a very faithful and reliable friend, sharing many adventures.
This is a last picture of it before it left with a new owner.
My plan was not to modify the vehicle in some way that would negate the OEM warranty or be so irreversible as to ruin the resale value. The latter never really was an issue because thirteen years later I was still driving my '05 4Runner!
What I desired was a very reliable overland vehicle that would easily traverse rough roads or uneven terrain where a paved or graded dirt road did not exist. I can divide the design approach into these 5 categories:
- Exterior - cargo rack, skid plates, sliders, tires
- Interior - lighting, mats
- Systems - GPS, comms, air compressor, dual batteries, Engel Fridge, DC power outlets
- Suspension - coilovers, rear shocks & springs, Lower Control Arms (LCAs)
- Drivetrain - rear air locker, cyclone air cleaner, extended rear axle breather
The stock Toyota roof top cargo rack is adequate for loads up to 150 pounds total. If you add any sort of type of aftermarket cargo basket you must deduct the weight of that basket from the total. Those big & burly "macho" steel baskets from various companies look great but at 80 to 100 pounds you cannot safely load up the rack full of gear. For a while I had a Thule aluminum rack that weighed maybe 30 pounds but had limited space. Also note that the 4Runner has only 4 points of attachment for the roof rack and 6 points would better distribute any load over the roof.
After trying the Thule rack I installed an African Outback all-aluminum rack; a big and strong platform that weighs less than 60 pounds with 6 points of attachment to the roof and a versatile system of tie-down points for cargo. Here is a picture showing how it can be loaded for an extended trip. When I am not off-roading the rack is easily removed to help keep my MPGs reasonable.
The Toyota running boards are nice for high heeled ladies to climb into the 4Runner but they will be damaged during any serious offroading. A more useful addition are "sliders" which are heavy wall steel tubes that are bolter directly to the frame. They not only protect the 4Runner's body but can support the weight of the vehicle as you literally slide on them across large rocks. The sliders also offer strong points to lift the vehicle with a Hi-Lift jack.
I've chosen a slightly larger than OEM size tire: LT265/75/R16 load range C. Light truck tires are much better than P-metric and this size provides 1/2" more lift to the vehicle when new. The tougher and taller sidewalls are an advantage when airing down. Up until now I have run Bridgestone Revo all-season tires but I recently switched to a tire that best fits between the categories of All-Terrain (A/T) and Mud Terrain (M/T). The center lugs are like an A/T but the outer lugs are designed like an M/T. They are made by Goodyear and are the Duratrac model. So far they are good on pavement with only slightly increased noise and on a recent trip in Utah they were excellent in rocks and sand, even while towing my trailer.
Just for the convenience of airing up tires it is great to have an on-board air compressor. i installed the ARB CKMA12 unit under the hood on the drivers side.