Hello, I am new here and hoping to get some advice. I have recently decided to lift my 2011 4Runner. I had a Old Man Emu on my FJ80 and was very happy with it, so I have decided on the 3" for the 4Runner. I am looking to get some advice for tire size. I would like to go with 285/70/17 but I am worried about rubbing or any other issues. Any advice from those that have this lift or similar set-up would be greatly appreciated!
Tire Size for OME 3" Lift for 2011 Trail Edition
- Thread starter DGSPK1115
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With light 884s I hear it's not a full 3" lift. More 2.5"ish. why are ucas required to fit 285s? is more caster required to fit 285s?
AirspeedX
New member
Rubbing on the UCA itself and the additional caster that aftermarket UCA's offer definitely is worth it. Especially if he's planning on any sort of off-roading.
Hmm I haven't heard of 285s rubbing on UCA. Is that even with a 4.5" backspace wheel?
AirspeedX
New member
This is correct. I was under the impression that they would rub, so it's more of a caster issue than anything. Now, 315's will be a different story but that's a whole new ball game.
Jhalko
New member
I don't know about rubbing but it'll drive a whole better with new UCA's, you could get by on OE with 2.5" but it does get old after awhile. I have new ones in the garage to go on once I decide in new tires.
If cost is an issue go with LR, they can be found for under $400 I think
TravelWest01
New member
No need for new UCAs, to run 285 70 17. Never heard that before and I don't have them on my rig.
Ducmonsta
New member
285/70r17 will not rub the UCAs with 4.5" of back spacing. This usually involves an aftermarket wheel.
wfo9
New member
There is no absolute requirement for UCAs with a 3" lift..
However, you won't get "ideal" alignment in terms of caster without them. It's fine to try it and see how you like it. It's often not bad at all.
The reason for the aftermarket UCAs relates back to suspension geometry. The stock UCAs position the upper ball in the ideal position for stock ride height. The suspension does not allow the tires to move vertically in straight lines.. It moves in arcs.. The arcs are designed for handling... As you come into turn, the outside suspension is compressed...You want that to produce some negative camber to help with the turn and tire contact.
As the vehicles ride height is raised, the Lower Control Arm(LCA) ball moves down and arcs inboard. This creates postive camber. To counteract the odd handling and tire wear that positive camber produces... The cam bolts on the LCA need to be adjusted to push the lower ball out. Unfortunately this limits how far forward the lower ball can be positioned at the same time (resulting in less + caster potential). Low + caster can make the steering feel light and twitchy.
Best way for me to describe it is to relate it back to a bike. I do a lot of mountain biking, so it makes perfect sense to me (might not work for others). Bikes with slack head angles (mid to low 60*...) have high + caster and want to go straight and are very stable at speed. Downhill oriented bikes are very slack like this... Very steep angle bikes (73+ *) like XC bikes, have light twitch steering. Both can still go straight... but you have to fight the XC bike at high speed in rough terrain. The downhill bike is harder to turn at speed... but that is exactly what you want when flying down the mountain. The XC bikes shines in tight twisty single track terrain that does not induce so much speed.
However, you won't get "ideal" alignment in terms of caster without them. It's fine to try it and see how you like it. It's often not bad at all.
The reason for the aftermarket UCAs relates back to suspension geometry. The stock UCAs position the upper ball in the ideal position for stock ride height. The suspension does not allow the tires to move vertically in straight lines.. It moves in arcs.. The arcs are designed for handling... As you come into turn, the outside suspension is compressed...You want that to produce some negative camber to help with the turn and tire contact.
As the vehicles ride height is raised, the Lower Control Arm(LCA) ball moves down and arcs inboard. This creates postive camber. To counteract the odd handling and tire wear that positive camber produces... The cam bolts on the LCA need to be adjusted to push the lower ball out. Unfortunately this limits how far forward the lower ball can be positioned at the same time (resulting in less + caster potential). Low + caster can make the steering feel light and twitchy.
Best way for me to describe it is to relate it back to a bike. I do a lot of mountain biking, so it makes perfect sense to me (might not work for others). Bikes with slack head angles (mid to low 60*...) have high + caster and want to go straight and are very stable at speed. Downhill oriented bikes are very slack like this... Very steep angle bikes (73+ *) like XC bikes, have light twitch steering. Both can still go straight... but you have to fight the XC bike at high speed in rough terrain. The downhill bike is harder to turn at speed... but that is exactly what you want when flying down the mountain. The XC bikes shines in tight twisty single track terrain that does not induce so much speed.
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AirspeedX
New member
Great explanation! Thanks so much. I ordered UCAs last night
