So after repeated opening and closing of the valves,
shaking the truck rigoursously and lifting each end
to level it out, it is finally leveled!
The side that was leaning now seems higher but it
could be in my head.
***Do at your own risk***
So my driver side front was low so here is what you
have to do to fix. Because lifting the front control
arm will not compress spring you have to:
1. Turn two KDSS valves counter clockwise 3 turns
(no more)
2. On level ground, lift rear driver side axel with a
jack which will compress passenger side front.
Measure each side until it is about level or lift rear
tire until it is off the ground
3. Let it sit for at least 20 minutes
4. Lower the truck and before you close valves
shake the truck rigorously
5. Close valves
If these steps do not work
Open valves three turns counter clockwise
Lift truck with jack (same as above)
Let sit for 20 minutes
Before you lower truck close valves
Thank you all for your help!
Is it possible for a four-wheel drive vehicle like the Toyota
Land Cruiser to possess flat, confidence-inspiring handling
characteristics on the road and yet offer generous axle
articulation during off-road use?
Traditionally, these are mutually exclusive qualities. This is
partly because the anti-roll bars that connect both sides of
the vehicle and help maintain a horizontal cornering
attitude for road use also place limits on an individual
wheel’s range of vertical travel when negotiating uneven
surfaces.
Toyota’s solution to this seeming paradox is its Kinetic
Dynamic Suspension System (KDSS), fitted to Land
Cruiser Icon and Invincible models. As the name suggests,
KDSS is designed to react dynamically to forces being
applied across the suspension, optimizing chassis
performance whether on- or off-road. It achieves this by
using an electrically modulated network of hydraulics to
modulate or even disable the anti-roll bars.
As you can see in the above cutaway and simplified
schematic below, a hydraulic cylinder with a separate
upper and lower chamber is fitted to each of the Land
Cruiser’s anti-roll bars. The upper chambers of the front
and rear cylinders are connected by one hydraulic line,
while both lower chambers are similarly connected. Each
hydraulic line is plumbed with an electronically controlled
accumulator valve.
When cornering in normal road use, equal pressure is
applied to the outer wheels. As a result, the hydraulic fluid
remains still within the lines, holding the front and rear
cylinder pistons in place. This allows the anti-roll bars to
twist as normal, suppressing the suspension stroke and
reducing body roll, improving the feeling of stability. The
difference this can make to the car’s angle of attitude is
pictured below.
On rougher roads, slightly uneven forces are exerted
between the front and rear wheels. When this is sensed,
the accumulator valves rapidly open and close to control
fluid movement within the hydraulic lines. This dampens
vibrations by absorbing surface undulations, delivering a
more comfortable ride.
In the more serious off-road condition illustrated above, the
wheels are at different heights in relation to one another.
This generates unequal forces between and across the
axles, causing the pistons in each hydraulic cylinder to
stroke in opposite directions. This counteracts the normal
resistance of the anti-roll bar and allows maximum
articulation of the suspension. With both front and rear anti-
roll bars now effectively disengaged, all four wheels can
remain in contact with the ground for as long as possible.
Toyota models equipped with KDSS therefore enjoy
optimized on-road stability as well as greater freedom and
ability in extreme off-road situations.