N70/N80 hilux +72mm long travel A arm kit.
100% CAD designed, cnc laser cut, cnc press brake bent, cnc machined.
100% BOLT ON
This kit is the one stop front end kit, it is designed to be installed into a factory car with no other front suspension modifications, as if its installed with any other non-beanzfab contradicting parts it will not operate as intended and potentially cause damage to components - this kit will not be seperated.
This kit achieves over 13” of wheel travel, almost double factory. While drastically increasing CV lifespan.
Fox factory race series 2.5” coilovers with 9 hole high flow pistons, valved to suit. Eibach dual rate coils. (no this kit will not work at all with any factory or factory replacement strut). Included is a fabricated factory coil tower adapter.
Spindle saver-BOLT ON Fox Hydraulic bump stop / limit strap kit.
-Fox factory 2×2” hydraulic bump stop replaces the factory rubber unit which is the leading cause of bent spindles, the rubber has very minimal compliance in the event of a big bottom out forcing the spike in load up into the factory cast spindle (the next weakest point). The hydraulic bump stop kit greatly reduces this issue by reducing the load spike on bottom out, using the last 3” of wheel travel as a progressive damper beginning with initial gas pressure leading into hydraulic lock.
-the limit strap eliminates the harsh top out of the shock extending when the wheel leaves the ground, its only a 1/2” nut holding the shock shaft inside the shock, this can, on rare occasions, pull the shock apart.
In essence this kit is cheap insurance for youre long travel kit, giving you the freedom to drive the kit the way it was designed & intended to be driven without the risk of breaking any components and giving youre vehicle a much higher reliability factor.
Genuine toyota driveshafts modified to achieve more travel without using diff drop, which in turn retains factory drive shaft geometry and keeping drive shaft plunge to factory minimal.
Genuine toyota inner and outer tie rods upgrades to 15mm from 14mm, boots included. Comes with a rack bolt double shear tab to reduce rack movement (only welding involved in install 30mm stitch).
Lower control arms pivots have been converted to teflon spherical bearings, Lower control arm uses 1” uniball pivots on the chassis side which have a 47.6mm radius of surface area, they pivot and self align as the LCA cam bolts are tuned for wheel alignment as this is the cause of premature LCA bushing wear from factory. as these pivot on single plane movement they use an o ring seal to ensure bushing longevity. The outer ball joint is replaced also with a 1” uniball and uses custom cnc machined 17-4 heat treated stainless misalignment spacers to adapt to the factory ball joint taper fit.
Upper control arms utilise 7/8” heim pivots on the chassis side with a custom cnc machined pinch bolt assembly to easily adjust and easily align/tighten. these heims utilise a rubber boot to ensure longevity, aswel as cnc machined 17-4 stainless spacers to suit the factory upper arm mounts/bolt. The outer pivot is also replaced with a 1” uniball and uses 17-4 stainless misalignment spacers to adapt to the factory ball joint taper fit hole.
Unit bearings/wheel bearings to suit.
DOT approved braided brake lines with retaining clips included.
All properly shanked high tensile bolts and cone lock nuts included.
Stainless bolt on coilover reservoir mount included.
-This kit moves the hub forward 40mm for additional tyre clearance- suggested tyre size is 285/75r16 or a tall skinny ~255/80r17/35×10.5” keeping unsprung weight down to reduce chassis feedback. Wheel offset should never be negative, best performance, steering longevity and reduced feedback is from most positive offset possible (~+12mm). Aim for lightest wheel possible, aluminium, <8” wide non beadlock ideal.
In moving the hub forward we also achieved more ackerman steering angle, reducing the factory understeer feel and giving a more direct responsive feel on turn-in. Caster angle is also increased to increase straight line stability, better return to centre, aswel as camber on turn-in, increasing steering response again especially offroad.
-CV issues eliminated The primary causes of broken cvs are too long struts causing the inner cv to bind on the cup creating huge load on the cv 3x per wheel revoloution. This is sometimes bandaided by using diff drop which then changes drive shaft geometry creating drive shaft plunge (the secondary cause of broken cvs) this increases the risk of the inner cv either bottoming out in the cup and or pulling out of the cup, the compounding effect of different branded parts together unless cycled properly upon assembly you have no idea where youre at. This kit eliminates all of these issues.
-This kit is a far superior alternative to 99% of hilux owners than the Solid axle swap.
Install time- 4hrs in the driveway vs 4+ weeks in a workshop.
Expertise required- if you know how to change a cv you can install this kit. vs sas requiring full workshop, fabrication experience and a decent amount of mechanical aptitude.
Price point- SAS = 20k+ for equivalent quality/performance build.
Travel 13” is equivalent to having 13” stroke shocks on a sas (into the engine bay).
Unsprung weight ~250kg vs ~40kg providing a much smoother ride and less chassis feedback.
Uptravel ~4” vs ~9” Hilux chassis rails dont have much rise to give good up travel with sas to be able to soak up big bumps without hitting the bump stops giving chassis feedback.
Shock motion ratio with a SAS you cannot easily get away from a 1:1 wheel-shock piston ratio, making it very hard to control the heavy unsprung weight and prevent bottoming with only 4-6” up travel, aswel as difficulty finding a piston to flow enough volume to be smooth at high piston speeds. A arms use the arm arc radius as an advantage to achieve a progressive motion ratio from almost 2:1 at droop and 1:1 at bump making youre spring rates and valving progressively stiffer through travel to prevent bottoming.
Ground clearance a arms achieve more ground clearance vs a solid axle diff housing.
Increased track width increases stability.
Ride quality considering all the previous mentioned points, ride quality suffers when driving fast.
Considering all these points when looking for an alternative to solid axle swapping, if youre not spending all of youre time crawling up deep washed out goat tracks and primarily low speed movement then Long travel a arms will be a much better choice.
The front suspension in a fast offroad vehicle contributes to ~30% of the vehicles characteristics, the rear suspension primarily dictates the dynamics of the car, how it leans, how it turns, how it squats & lifts the front, and can contribute to under/oversteer tendancies. When seeking a capable offroad vehicle this kit must be paired with the complimenting rear suspension kit which is still currently under development (expected to be available for pre order late 2026). The 3rd thing to consider is weight bias so upon purchase DM my socials and i can help you through to setting up the chassis as a whole.
-Optional extras include
Torsion sway bar kit bolts up to the factory sway bar chassis mounts and uses connecting turn buckes down to the lower control arm. $2600
Coilover stone guards come in aluminium or stainless and protect youre shock shafts from roost, rocks and debris. $200
Contact us via email/DM for lead time.
N70/N80 hilux +72mm long travel A arm kit.
100% CAD designed, cnc laser cut, cnc press brake bent, cnc machined.
100% BOLT ON
This kit is the one stop front end kit, it is designed to be installed into a factory car with no other front suspension modifications, as if its installed with any other non-beanzfab contradicting parts it will not operate as intended and potentially cause damage to components - this kit will not be seperated.
This kit achieves over 13” of wheel travel, almost double factory. While drastically increasing CV lifespan.
Fox factory race series 2.5” coilovers with 9 hole high flow pistons, valved to suit. Eibach dual rate coils. (no this kit will not work at all with any factory or factory replacement strut). Included is a fabricated factory coil tower adapter.
Spindle saver-BOLT ON Fox Hydraulic bump stop / limit strap kit.
-Fox factory 2×2” hydraulic bump stop replaces the factory rubber unit which is the leading cause of bent spindles, the rubber has very minimal compliance in the event of a big bottom out forcing the spike in load up into the factory cast spindle (the next weakest point). The hydraulic bump stop kit greatly reduces this issue by reducing the load spike on bottom out, using the last 3” of wheel travel as a progressive damper beginning with initial gas pressure leading into hydraulic lock.
-the limit strap eliminates the harsh top out of the shock extending when the wheel leaves the ground, its only a 1/2” nut holding the shock shaft inside the shock, this can, on rare occasions, pull the shock apart.
In essence this kit is cheap insurance for youre long travel kit, giving you the freedom to drive the kit the way it was designed & intended to be driven without the risk of breaking any components and giving youre vehicle a much higher reliability factor.
Genuine toyota driveshafts modified to achieve more travel without using diff drop, which in turn retains factory drive shaft geometry and keeping drive shaft plunge to factory minimal.
Genuine toyota inner and outer tie rods upgrades to 15mm from 14mm, boots included. Comes with a rack bolt double shear tab to reduce rack movement (only welding involved in install 30mm stitch).
Lower control arms pivots have been converted to teflon spherical bearings, Lower control arm uses 1” uniball pivots on the chassis side which have a 47.6mm radius of surface area, they pivot and self align as the LCA cam bolts are tuned for wheel alignment as this is the cause of premature LCA bushing wear from factory. as these pivot on single plane movement they use an o ring seal to ensure bushing longevity. The outer ball joint is replaced also with a 1” uniball and uses custom cnc machined 17-4 heat treated stainless misalignment spacers to adapt to the factory ball joint taper fit.
Upper control arms utilise 7/8” heim pivots on the chassis side with a custom cnc machined pinch bolt assembly to easily adjust and easily align/tighten. these heims utilise a rubber boot to ensure longevity, aswel as cnc machined 17-4 stainless spacers to suit the factory upper arm mounts/bolt. The outer pivot is also replaced with a 1” uniball and uses 17-4 stainless misalignment spacers to adapt to the factory ball joint taper fit hole.
Unit bearings/wheel bearings to suit.
DOT approved braided brake lines with retaining clips included.
All properly shanked high tensile bolts and cone lock nuts included.
Stainless bolt on coilover reservoir mount included.
-This kit moves the hub forward 40mm for additional tyre clearance- suggested tyre size is 285/75r16 or a tall skinny ~255/80r17/35×10.5” keeping unsprung weight down to reduce chassis feedback. Wheel offset should never be negative, best performance, steering longevity and reduced feedback is from most positive offset possible (~+12mm). Aim for lightest wheel possible, aluminium, <8” wide non beadlock ideal.
In moving the hub forward we also achieved more ackerman steering angle, reducing the factory understeer feel and giving a more direct responsive feel on turn-in. Caster angle is also increased to increase straight line stability, better return to centre, aswel as camber on turn-in, increasing steering response again especially offroad.
-CV issues eliminated The primary causes of broken cvs are too long struts causing the inner cv to bind on the cup creating huge load on the cv 3x per wheel revoloution. This is sometimes bandaided by using diff drop which then changes drive shaft geometry creating drive shaft plunge (the secondary cause of broken cvs) this increases the risk of the inner cv either bottoming out in the cup and or pulling out of the cup, the compounding effect of different branded parts together unless cycled properly upon assembly you have no idea where youre at. This kit eliminates all of these issues.
-This kit is a far superior alternative to 99% of hilux owners than the Solid axle swap.
Install time- 4hrs in the driveway vs 4+ weeks in a workshop.
Expertise required- if you know how to change a cv you can install this kit. vs sas requiring full workshop, fabrication experience and a decent amount of mechanical aptitude.
Price point- SAS = 20k+ for equivalent quality/performance build.
Travel 13” is equivalent to having 13” stroke shocks on a sas (into the engine bay).
Unsprung weight ~250kg vs ~40kg providing a much smoother ride and less chassis feedback.
Uptravel ~4” vs ~9” Hilux chassis rails dont have much rise to give good up travel with sas to be able to soak up big bumps without hitting the bump stops giving chassis feedback.
Shock motion ratio with a SAS you cannot easily get away from a 1:1 wheel-shock piston ratio, making it very hard to control the heavy unsprung weight and prevent bottoming with only 4-6” up travel, aswel as difficulty finding a piston to flow enough volume to be smooth at high piston speeds. A arms use the arm arc radius as an advantage to achieve a progressive motion ratio from almost 2:1 at droop and 1:1 at bump making youre spring rates and valving progressively stiffer through travel to prevent bottoming.
Ground clearance a arms achieve more ground clearance vs a solid axle diff housing.
Increased track width increases stability.
Ride quality considering all the previous mentioned points, ride quality suffers when driving fast.
Considering all these points when looking for an alternative to solid axle swapping, if youre not spending all of youre time crawling up deep washed out goat tracks and primarily low speed movement then Long travel a arms will be a much better choice.
The front suspension in a fast offroad vehicle contributes to ~30% of the vehicles characteristics, the rear suspension primarily dictates the dynamics of the car, how it leans, how it turns, how it squats & lifts the front, and can contribute to under/oversteer tendancies. When seeking a capable offroad vehicle this kit must be paired with the complimenting rear suspension kit which is still currently under development (expected to be available for pre order late 2026). The 3rd thing to consider is weight bias so upon purchase DM my socials and i can help you through to setting up the chassis as a whole.
-Optional extras include
Torsion sway bar kit bolts up to the factory sway bar chassis mounts and uses connecting turn buckes down to the lower control arm. $2600
Coilover stone guards come in aluminium or stainless and protect youre shock shafts from roost, rocks and debris. $200
Contact us via email/DM for lead time.
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