Car Torsion Bar

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Car Torsion Bar
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The latest generation Toyota Landcruiser 200 Series was launched on the 5th of November 2007. With a rich history spanning 50 years the Landcruiser has helped establish Toyota's strong foothold in Australia and everything learned during those years was poured in to the latest model, from the development, through design and in to the production arena.

Engine Choices

There are two options, both V8 engines for the Landcruiser 200 and they provide masses of power and torque while improving fuel consumption figures, which is an impressive achievement. Both engines are coupled with an automatic transmission that offers a semi automatic shift mode and artificial intelligence to monitor road conditions and the drivers intentions. Power is transmitted via a Torson limited slip centre differential in an all new transfer case.

1VD-FTV Diesel Engine

The 4.5 Litre Twin turbo direct injection, multi valve V8, is the first V8 diesel produced by Toyota and it generates a whopping 195kW of power and a stump pulling 650Nm of torque. That is some serious pulling power and these figures represent a 30% increase in power and 50% increase in torque over the Landcruiser 100 series turbo diesel engine.

Coupled with an intelligent 6 speed automatic transmission, rated fuel consumption to ADR combined highway and city driving standards has been reduced to an impressive 10.3L/100 kms. The turbo diesel models also offer Downhill Assist Control, to control the engine speed on steep downhill runs.

2UZ-FE Petrol Engine

The second engine option if the 4.7 Litre VVT-i (variable inlet valve timing) petrol version, designed for low rev, high torque applications such as the Landcruiser 200. Producing 202kW of power and 410Nm of torque, the power is up 18% over its predecessor, yet remarkably, fuel consumption is 10% lower at 14.5L/100km.

The petrol variant is coupled with a 5 speed automatic transmission and also features the Crawl control system to provide constant low speed control in extreme conditions, by regulating the engine speed and braking.

Chassis and Suspension

Toyota engineers have developed a stronger yet lighter chassis, with torsional strength improved by 40% and a 20% increase in bending strength, improvements that were welcomed by the Landcruiser community. The towbar has been incorporated in to the chassis design and offers a huge 3500kg towing capacity.

The suspension was redesigned and now features the Kinetic Dynamic Suspension System (KDSS), initially used in the Lexus GX470 in the US. This system, designed in Western Australia, automatically adjusts front and rear stabilizers and can even disengage them, allowing longer wheel articulation for extreme off road driving.

The front suspension features a high mount double wishbone configuration with coil springs that replace the torsion bar arrangement on previous models. The rear suspension features coil springs and the proven four link rear end that offers performance and improved ride comfort.

The beefy 4 piston front disc brakes and single piston rears compliment the drive train to bring the Landcruiser comfortably to a halt.

Off Road Domination

With the two beefy V8 powerhouse engine options and advanced suspension and chassis design, the Landcruiser 200 stays true to its predecessors as a highly capable off road vehicle. Advanced technology coupled with rock solid engineering mean the 200 series will get the job done when needed and it has been built to last when pushed to its limits.

Les Price is an avid motor enthusiast from Australia and as a keen recreational four wheel drive owner, he is active in the used Toyota Landcruiser market. Les like many Australians has a love affair with the legendary capabilities of the vehicle and the Landcruiser engine and suspension of the latest model has not disappointed.

Discover Basic Things About Car Suspension!

A car's suspension system is among the most significant aspects in determining the quality of the ride. Perhaps the smoothest roads are full of variations in height and surface texture. Along with the car's natural shake as the engine runs and also the constant buffeting of air at high speeds, suspension makes driving a comfortable and safe undertaking.

Although car suspensions come in a variety of configurations, the basic elements are springs and shock absorbers. Springs provide a simple mechanical disconnect between the shocking forces sustained by the vehicle's wheels and axles and the body of the car with the passengers inside. The majority of modern cars employ classic coil springs that are affixed vertically (or at a vertical angle) between the axle and the car's frame. In some cases torsion bars or metal leaf springs are used. They serve the same purpose as a coil spring.

Shock absorbers provide damping of the motion experienced by the vehicle's wheels as the move up and down over an uneven road surface. They normally use a hydraulic system to provide potential to deal with the kinetic energy manufactured by the wheels. Shock absorbers also are variable across different speeds, and therefore the more energy they are asked to absorb, the more resistance they produce. This prevents the car's wheels firmly on the road while providing a smoother ride for the car at all points above the suspension.

The modern pairing of springs and shock absorbers evolved from earlier systems alongside the development of the automobile in general. Early car suspensions were derived from the springs used on horse-drawn carriages. As cars were designed to move at faster speeds, new suspension systems were necessary. Besides providing comfort to the passengers, excessive shaking could damage a vehicle, literally shaking it apart if the proper suspension system was not used. The first suspensions to use shock absorbers designed specifically for cars were used in the early 1900s. By 1920, British automaker Leyland was using torsion bar suspensions on some of its models. Independent suspension systems became popular in the late 1920s and early 1930s.

Since the 1930s, different suspension configurations have come and gone. However, the fundamental layout of a variety of a spring and a shock hydraulic absorber has remained the standard for all types of cars. An independent suspension system allows each one of the two wheels on a shared axle (front or rear) to move vertically independent of one another. This prevents motion on one side of the vehicle from affecting motion on the other hand and offers a smoother ride and more consistent handling. Independent suspension is especially useful during acceleration, braking, turning, and when a car's load is unevenly distributed from side to side. Most modern cars feature independent front suspensions, where steering is performed. Other cars, especially rear-wheel drive models, may also include independent rear suspension. Cars with all four wheels suspended independently are known as "fully independent suspension".

Independent suspension systems may feature any number of mechanical layouts and are often quite complex. For this reason, full independent suspension is found on more expensive or performance-oriented cars and trucks. Many widely used terms exist that refer to specific kinds of suspension. The "MacPherson Strut" is a simple design in which a spring and shock absorber pivot on a ball joint as the vehicle receives kinetic energy from impacts with the road.

A "double wishbone suspension" is commonly cited in automobile marketing. This term refers to a pair of wishbone-shaped arms that support the wheel spindle with a spring and/or shock absorber sandwiched in between. Double wishbone suspensions take up a great deal of space under the vehicle but allow for a large range of motion of the wheel. "I-Beam suspension" is another common term. I-Beam suspensions, also known as "twin I-Beam suspension," is actually a seldom-used design in which a solid axle is split and rejoined in an offset pattern that produces independent front suspension parts. This configuration is useful in trucks carrying heavy loads, but provides little shock absorption when the vehicle is unladen.

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Dont have right words to explain the problem. Please help!?

My car in the last couple of days making odd sound near the wheels or struts. I could hear that it is not from the shocks. It sounds like a metal shaken in side a wooden box kind of. It is more like a damped oscillation. Occurs only when the tire hits the gutter. Wheel bearing is fine. Is it a sign of bad lower arm ball joint or the drive axle is hitting on some thing when wheel moves or coming from the torsion bar?

It's something to do with the suspenions mostly from the torsion bars or balls of torsion bars specially if you can hear the sound from one side only. it can also be the cap of the shocks.

a mechanic can sure help - don't wait long or neglect the sound as it can be dangerous if torsion bars broke for instance.

Hope it is something small and wont take lots of money.

Me and My Car: 'The banker's hot rod'
'WHEN I WAS JUST a little kid living in Montclair (Oakland) my mother inherited a little money and decided to buy a new car," said Danville resident John "Rusty" Hunt.

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