Toyota Tacoma & 4Runner Frequently Asked Questions

January 20, 2021

Below is a list of frequently asked questions we receive about 05+ Toyota Tacomas and 03+ Toyota 4Runners.

Lift Kits

Lift Heights

Q: Which Tacoma/4Runner model already comes with a lift?
A:
TRD Pro models come lifted taller than other 6 lug models

Q: How tall is that lift?
A: 1” front lift over the TRD Off-Road. There is no rear lift

Q: What type of shocks do they come with?
A: Fox Internal Bypass (IBP) Shocks 

Q: Can you lift a 2WD taller than a 4WD?
A: Yes, with a spindle lift. 

Q: What is the recommended front lift height without aftermarket UCA’s?
A: Roughly 1.5-2″ max. Shock length at ride height is most important. See Article

Q: What is the recommended front lift height with aftermarket UCA’s?
A: Roughly 2.5″ max. Shock length at ride height is most important. See Article

Spacer Lifts

Q: What are spacer lifts?
A: Usually is referring to a small spacer put on top of the stock coilover to add lift.

Q: How are Tacoma/4Runner spacer lifts different than coil spring spacer lifts?
A: Spacers on top of a coilover, increase the extended & compressed length of the shock, coil spring spacers do not. 

Q: Why don’t we recommend spacer lifts on top of coilovers?
A: Without adding an upper control arm, and addressing a few other things, you will run into issues that can cause the stock coilover to fail. Spacers usually push the extended & compressed length of the coilover far past the limitations. See video for more

Q: Why do people use spacer lifts
A: They are very cheap to buy, and simple to install.

Spindle Lifts

Q: What are spindle lifts?
A: Basically just a taller/longer spindle that relocates the wheel hub further down. Maintains the stock steering geometry and balljont angles.

Q: What vehicles can and can’t use spindle lifts?
A: Spindle lifts are for 2wd trucks only, they wont work on 4wd models.

Q: What are some common problems with spindle lifts?
A: Strength is the biggest issue, make sure to get a quality spindle lift. Lift heights tend to be around 4 inches.

Q: Why do people use spindle lifts?
A: Relatively cheap way to get a lift without having to buy aftermarket coilovers.

Body Lifts

Q: What are body lifts?
A: Spacers in between the body mounts that raise the body up from the frame.

Q: What are the benefits of body lifts?
A: Cheap way to “lift” a vehicle, or add clearance for bigger tires.

Q: What are the drawbacks to body lifts?
A: Strength, shift linkage can bind or need adjustments.

Q: Why do people get body lifts?
A: Cheap way to add lift/clear tires. 

Drop Bracket Lifts

Q: What are drop bracket lifts?
A: Front crossmember gets lowered 4+ inches along with differential. This results in a very tall lift.

Q: What are the benefits of drop bracket lifts?
A: Lift heights above 3″ without a wider track width. Dropping the differential keeps the CV angles happy.

Q: What are the drawbacks to drop bracket lifts?
A: Usually these kits require you to cut out stock crossmember, preventing you from going back to stock. Shock options are usually limited. These kits are not performance based, and may not have more shock travel than standard mid travel kits.

Q: Why do people get drop bracket lifts?
A: Usually those who want a very tall lift will go this route, 4+ inch lift

Mid Travel Lifts

Q: What are Mid Travel lifts?
A: Suspension kits that consist of a new front coilover, rear leaf springs and shocks that gain about 1-3″ of lift. In between stock and long travel.

Q: What are the benefits of Mid Travel lifts?
A: Taller lift to fit bigger tires and add clearance for off-road. More shock travel usually adds more performance for off-road use. 

Q: What are the drawbacks to Mid Travel lifts?
A: Limited to 3″ or less lift height. Some lower quality components may not be as long lasting as oem parts.

Q: Why do people get Mid Travel lifts?
A: Added lift height for bigger tires, ground clearance for offroad, looks and added performance.

Long Travel Lifts (front only)

Q: What is a Long Travel lift kit?
A: Completely new front suspension system that gains you more shock travel, more performance while keeping the stock upper coilover mount location. LT kits will make the track width wider, usually +2″ or +3.5″ requiring new upper and lower control arms. If your truck is 4wd, you will also need to get extended length axle shafts.

Q: What are the benefits of going Long Travel?
A: More shock travel, more performance. Can add a bypass shock, keeps CV & steering angles happy. Can go taller in lift height. 

Q: What are the drawbacks to Long Travel?
A: Long travel kits are expensive, usually 2x the cost of mid travel. LT kits usually require more maintenance and tuning.

Q: What is usually included with Long Travel lifts?
A: Long travel kits usually come with: new upper and lower control arms, coilovers, extended brake lines, tie rod extensions, limit straps. Additional upgrades can include a secondary shock hoop, bypass shock, extended length axle shafts, gussets and more.

Front Suspension

Upper Control Arms

Q: What are Upper Control Arms (UCA)?
A: The Upper Control Arm pivots off the frame and locates the spindle/hub assembly along with steering to keep the suspension/steering cycling properly.

Q: When do you need aftermarket UCA’s?
A: Typically when you want to lift the front suspension more than 2″, you will need a aftermarket UCA.

Q: Why do you need aftermarket UCA’s with a lift?
A: Aftermarket UCA’s help achieve proper alignment and allow for most suspension travel without binding or encountering other issues.

Q: What happens if you dont get an aftermarket UCA with a lift taller than 2″?
A: You will most likely experience issues with alignment and the coilover hitting the stock UCA.

Q: What type of control arm joints are available at the spindle end of the arm?
A: Balljoint and uniball

Q: What type of control arm joints are available at the chassis end of the arm?
A: Stock bushings, urethane bushing and heim joint

Q: Pro and Con of each style of joint at the wheel?
A: Balljoints are greasable, quiet and will last a long time. Uniball joints are very strong, however they are not serviceable and tend to squeak after a while.

Q: Pro and Con of each style of joint at the chassis?
A: Stock bushings are very quiet, maintenance free and durable, but can deflect a lot under hard driving. Urethane bushings are stiffer than stock and are inexpensive, but they can squeak if not maintained. Heim joints offer the best handling and are usually adjustable, but they can wear out quickly and squeak if not sealed.

Q: Which type of control arm would be ideal for racing vs daily driving?
A: Control arms with balljoint and urethane bushing (or OEM Bushings) are the most popular for daily driver/weekend warrior applications. Uniball and heim joint arms are usually the best for racing applications where strength is most important.

Q: Do I need adjustable upper control arms?
A: Adjustable UCA’s guarantee that lower control arm position is ideal to fit large tires (285’s and 35’s) while maintaining alignment specs.

Q: What types of adjustable control arms are available?
A: Some control arms are adjustable while on the vehicle with double adjuster at the chassis side using heim joints. Other heim joint style control arms will need to be unbolted to make adjustments. There are also control arms that are adjustable at the spindle end of the arm where you can adjust where the ball joint is positioned.

Q: What type of material is used on upper control arms?
A: UCA are usually made from tubular steel, boxed in steel and billet aluminum

Lower Control Arms

Q: What is a lower control arms (LCA)?
A:The Lower Control Arm pivots off the frame and locates the spindle/hub assembly along with steering to keep the suspension/steering cycling properly. The lower control arm is usually a lot larger and takes a lot of the force in the suspension.

Q: When do you need aftermarket LCA?
A: If you plan to go off-road a lot, or plan do drive through rocky trails, upgrading to stronger lower control arms can be a good idea. If you want to add a secondary shock or go to a long travel kit, you will also need new lower control arms.

Q: What type of joints are used on LCA?
A: Lower control arms can use a urethane bushing, delrin bushings, or uniballs at the chassis side, and a uniball or ball joint at the spindle end.

Q: What are the downsides to aftermarket LCA?
A: Cost and added maintenance vs stock

Long Travel Coilovers

Q: What shock options are available for LT kits?
A: Coilover by itself, or with a secondary shock. Secondary shock could be a smoothie or bypass shock. The shocks needed for LT kits commonly are designed specifically for that kit, they are not a universal fit shock. Shock length, hose routing and bypass tube layout are a few of the main things that make them specific.

Q: What travel shocks are usually used for LT kits?
A: 7.5-8″ travel coilovers are used, varies between kits.

Q: Do the +2″ and +3.5″ LT kits use different length shocks?
A: No, they use the same length shocks. The mounting point on the lower control arms is in the same location as the +2″ and +3.5″ kits, the +3.5″ lower control arm is just longer past the shock mounting point which gives it a bigger motion ratio. Bigger motion ratio = more wheel travel.

Coilover Springs

Article

Q: What spring rate & lengths come on a Fox 2.5 Coilover for a 05+ Tacoma?
A: The Fox 2.5 Coilovers for a Tacoma come with a 3.0″ID x 13″ x 600lb spring. Specifically these part numbers: FOX-880-02-376, FOX-880-06-376, FOX-880-02-418, FOX-880-06-418, FOX-883-02-025, FOX-883-02-361

Q: What spring rate & lengths come on a King 2.5 Coilover for a 03+ 4Runner & 05+ Tacoma?
A: The King 2.5 Coilovers for a 4Runner/Tacoma come with a 3.0″ID x 14″ x 600lb spring.

Q: What spring rate & lengths come on a Fox 2.5 Coilover for a 05+ Tacoma?
A: The Fox 2.5 Coilovers for a Tacoma come with a 3.0″ID x 13″ x 600lb spring. Specifically these part numbers:

Q: When are different springs rates or lengths needed?
A: A longer, or heavier spring rate may be required when a vehicle has a lot of added weight. For example, a heavy steel bumper with winch could possibly require a heavier spring rate.

Q: What are the drawbacks of a spring rate that is rated too high?
A: Too heavy of a spring rate can cause the vehicle to ride too stiff and not allow the shock to work properly. If the springs are too stiff you may not be able to get ride height low enough to ride well.

Q: What are the drawbacks of a spring rate that is rated too low?

A: Too low of a spring rate will cause the shocks to be over worked and allow your shock to bottom out quickly. You may also not able to achieve the proper ride height without over compressing the springs.

Q: Do longer and heavier springs give you more lift?
A: Yes, however you are still limited on max extended length of the shock. Lift height should be adjusted once the proper spring rate is determined.

Q: Do coil springs settle, if so how much should you expect?
A: Coil springs may settle a little, but nothing too dramatic. Often times when accessories are added to a vehicle over time, it will cause the vehicle to sit a little lower which is often mistaken for a “settled” spring.

Q: Can coil springs wear out?
A: Yes they can, usually due to excessive preload causing the spring to compress nearly all the way. Springs can also rust and corrode over time which could lead to failure.

Q: What coil spring options are available?
A: A 14″ long spring is the longest spring you can fit on a standard or extended travel Fox/King coilover. Weight rates vary from 550lb, 600lb, 700lb

Coilover Preload


See Article: Tacoma / 4Runner – Coilover Preload FAQ

Q: What is Preload?
A: Preload is the initial (pre) tension (load) on your springs before carrying the weight of the vehicle.

Q: How do you measure Preload?
A: Coilover spring preload is measured in inches, in other words, how many inches have you compressed the springs before applying weight. Ex: A 14″ long spring that measures 12″ tall when installed on the coilover has 2″ of preload.

Q: Why are number of threads showing not the same as preload?
A: Preload is not equal to the amount of threads showing on a coilover. Spring length and weight rating will affect the amount of preload needed on a coilover to get the desired ride height.

Q: How do you adjust preload vs how do we recommend adjusting preload?
A: You will need to adjust the preload nut on a coilover to add or subtract preload. We highly recommend removing the coilover from the vehicle and use a proper spring compressor to make adjustments. See this article for more details.

Q: When you add preload to a coilover will the truck ride stiffer?
A: Adjusting preload does not affect the spring stiffness, valving, or the way the shock functions. However, there can be issues if you have too little or too much preload.

Q: What happens when you add too much preload?
A: With too much preload on a coilover, the shock could be close to fully extended at ride height. This will cause the shock to be constantly topping out while driving. With too much preload there is also the risk of making the spring bottom out before the shock, which can cause a lot of damage. See Graphic

Tacoma Lean

Q: Why do Tacomas lean to one side?
A: Tacoma’s have their gas tank and battery on the driver side which causes the truck to lean more to one side. 

Q: What can be done to fix the Tacoma Lean?
A: With adjustable coilovers, you can add more preload to the driver side to make it level. Some will add a spacer, but this is not recommended. 

Sway Bars

Q: Are sway bar relocation brackets necessary with front Fox & King 2.5 Coilovers?
A: Yes, and they usually come with the coilovers. The relocation/drop bracket allow for more clearance at full compression and extension.

Q: Are there advantages to removing a sway bar?
A: Removing a sway bar will eliminate the resistance the sway bar provides to keep the vehicles body leaning side to side at speed. Removing the sway bar can allow the suspension to cycle easier and flex better.

Q: Are there disadvantages to removing a sway bar?
A: Yes, removing the sway bar can make the vehicle have excessive body roll and make it hard to control. It is not recommended to remove the sway bar. The sway bar will help keep the vehicle stable and under control.

Lift Modifications

Cab Mount Chop

Q: What is a Cab Mount Chop?
A: Cab Mount Chop is commonly referred to cutting/clearancing the body mount just behind the front tires on a 4Runner/Tacoma. Usually the mount is cut and then plated to keep its strength. This is also called CMC, Body Mount Chop, BMC.

Q: When do you need a cab mount chop?
A: Cab Mount Chops are usually needed to fit large tires. There is no specific tire size that will require a body mount chop, however if you are trying to fit large tires on your Tacoma or 4Runner, you should definitely consider a cab mount chop.

Differential Drop

Q: What is a diff drop and what is the purpose?
A: A differential drop kit, spaces the front differential down lower than its stock location. This helps flatted out the CV axles when a vehicle is lifted really tall.

Q: Are diff drop kits necessary for a Tacoma/4Runner mid travel kit?
A: Not usually. If the coilover is setup properly with enough up/down travel, the CV axles should be just fine. However if your vehicle is lifted really tall, it may benefit from a diff drop.

Q: Are there any issues with running a diff drop?
A: If you are adding a diff drop to a vehicle that goes off-road a lot, it may reduce your ground clearance making it less than ideal.

Carrier Bearing Drop

Q: What is a carrier bearing?
A: A carrier bearing can be found in between a two piece drive shaft. Two piece driveshafts are typically used when the distance from the transmission/transfer case is very far apart. The carrier bearing would be mounted to the frame or crossmember, drive shaft would come from the transmission or transfer case, through carrier bearing and down to the axle.

Q: What is a carrier bearing drop?
A: Just like it sounds, spacer that lowers the carrier bearing mounting point. Lowering the carrier bearing ultimately reduces the angle in the rear driveshaft, which may have been caused from too tall of a lift.

Q: When are carrier bearing drops needed?
A: If your vehicle is lifted very tall or has a lot of suspension travel, a carrier bearing may be needed to reduce driveline angles. This will help eliminate driveline vibrations and premature wear.

Degree Shims

Q: What is Degree Shim?
A: A degree shim is a wedge/spacer that goes in between the leaf spring perch and axle. A degree shim will rotate the axle/pinion upwards and point more towards the transmission

Q: When are Degree Shims needed?
A: Degree shims may be needed on certain applications where the pinion angle is off and you are experience driveline vibrations.

Shocks

Types of Shocks

Q: What is a Digressive Valved Shock?
A: Digressive shocks use preload on the shims to make them harder to open, preventing the oil from flowing easily. The preload adds additional control, but also induces a lot of harshness.

Q: What brand shocks are digressive?
A: Bilstein and Icon are the most well known digressive shocks. King also uses digressive rebound on some shocks (although we usually remove it).

Q: What is a Linear Valved Shock?
A: Linear shocks have a flat piston face which allows the disks to open smoothly and creates a linear response between speed and force.

Q: What brand shocks are Linear?
A: Fox and King are the most well known brands of linear shocks, although there are many more.

Q: Why do linear shocks ride better than digressive shocks?
A: Linear shocks can be tuned to allow the oil to flow freely and smoothly from low to high speed which feels nice. Digressive shocks require the pressure to overcome the preload, which introduces a rough feeling into the shocks.

Q: Why do we only offer Fox or King Shocks?
A: Fox and King are the two most prominent manufacturers of high performance linear shocks. They are very tunable and we are able to achieve the excellent ride quality our customers have come to expect.

For more information, see this tech article: https://accutuneoffroad.com/articles/digressive-vs-linear-vs-progressive-pistons-shock-valving/

Shock Durability & Setup Issues

Q: How often do shocks need to be rebuilt?
A: Rebuild times will vary depending on use. With mostly street use, it’s about every 50,000 miles. For heavier off-road use, it could be only 10,000 miles. See this video

Q: What can be done to maintain the appearance of Fox & King coilovers in harsh environments?

A: Keeping the shocks clean will definitely help them live longer. Other things like shock boots, coilover shock bags etc can also help keep them from getting pitted from rocks and debris.

Q: Does lifting your 4wd truck make the front suspension components wear out more quickly?
A: Yes, lifting a vehicle too tall will increase the CV angle and potentially could wear out the CV boot quicker. It’s important not to exceed the recommended lift height for your vehicle.

Fox or King Shocks?

Q: Which shocks ride better, Fox or King?
A: Out of the box one may suit your needs better than the other, but with our custom valving, we can make them both ride very well on road and off-road. For lighter vehicles, such as the rear of a stock weight Tacoma, the Fox’s can be tuned softer.

Q: Which shocks are better, Fox or King?

A: Both are great shocks. This article will go into more detail on OE fit Fox and King Coilovers that will be explain this answer.

IFP vs Remote Reservoir Shocks

(see this article for more details)

Q: What is an IFP shock?
A: An IFP Shock (Internal Floating Piston) is a shock that has a piston separating the oil from nitrogen inside the shock. [see image]. IFP shocks do not have a remote reservoir which makes them more affordable, but also reduces their durability and makes then more difficult or impossible to tune.


Q: How is a remote reservoir shock different than an IFP shock?

A: A remote reservoir shock has an IFP piston in the reservoir instead of the shock body. This allows for more shock oil and longer shock lengths. These shocks are tunable and operate at lower pressures which keep the seals lasting a lot longer than an IFP shock.

Shock Adjusters

Q: What are DSC adjusters and what do they do?
A: DSC (Dual Speed Compression Adjusters) are found on Fox shocks and allow you to adjust the high and low speed compression on the shock. More details can be found here.

Q: How are King adjusters different?

A: King shock adjusters only have one knob, and is designed to adjust mid-speed compression.

Q: Should I get adjusters on my shocks?
A: Shock adjusters are great for those wanting to fine tune their shocks when changing terrain. They are also nice to have if you plan to add additional weight to the vehicle for weekend adventures or when towing a trailer.

Q: Can I add adjusters to my shocks later?
A: Yes, if you have Fox or King remote reservoir shocks, you can add adjusters to them later on, however it can become very pricey done later vs buying them originally with adjusters.

Rear Suspension

U-Bolt Flip Kit

Q: What is a U-Bolt Flip Kit?
A: U-bolts and plates are used to hold the axle to the leaf springs. The stock u-bolts face down toward the ground and potentially could get hit on rocks when driving off-road. A u-bolt flip kit will have the u-bolts facing up towards the frame allowing for more ground clearance under the springs. See image here

Q: When are you not able to use a U-Bolt flip kit?
A: When you have a spring under axle setup, you are not able to use a u-bolt flip kit. With the leaf springs under the axle, there is no option to have the u-bolts facing upwards.

Spring Under vs Spring Over

Q: What does it mean if you have a spring under leaf spring setup?
A: A spring under refers to when the leaf springs are mounted underneath the axle, instead of on top.

Q: What is a spring over leaf spring setup?
A: A spring over refers to the leaf springs being mounted on top of the axle. Spring over is the stock configuration for Tacomas.

Q: Why would someone want a spring under leaf spring setup?
A: The spring under axle design can allow for more wheel travel if is properly setup with longer springs and shackles. It’s very common to do a spring under for a long travel rear suspension. Spring under also helps reduce axle wrap.

Q: What are drawbacks to a spring under leaf spring setup?
A: Spring under axle setups sometimes require a longer spring, which also requires a new leaf spring mount on the frame. This can add to the cost and difficulty of the modification.

Types of Leaf Springs

Q: What are overload springs?
A: Overload springs are the last leaf in the pack that is used to help with heavy loads. This leaf pack comes into play when the leaf pack is compressed due to added weight or when towing.

Q: How can you tell if you have an overload spring or not?
A: An overload spring is usually pretty easy to spot. It will be the last leaf spring in the pack, closest to the axle, flatter and more separated than the main leafs in the pack.

Leaf Spring Shackles

Q: What is the purpose of a leaf spring shackle?
A: A leaf spring shackle is needed to allow the leaf spring to compress properly over rough terrain.

Q: Why do people need longer shackles?

A: Longer shackles allow for additional down travel when paired with long travel leaf springs.

Q: Why are heavy duty shackle hangers needed?
A: OEM Tacoma shackles are made from thin metal that is easily damaged off-road. Heavier duty shackles are more durable off-road and sometimes have a longer shackle, which can help increase wheel travel.

Rear Shock Options

Q: When would a 2.0 Remote Reservoir shock be a good fit?
A: 2.0 Remote Reservoir shocks are great for most applications that will be driven daily on the street and wont be taken off-road frequently. Off-road driving would consist of slower speed, light trails. 2.0 shocks are also more affordable and may fit your budget better than a 2.5 shock.

Q: When would a 2.5 Remote Reservoir shock be ideal?

A: If you plan on taking your Tacoma or 4runner off-road frequently, a 2.5 shock may be a better choice than a 2.0. A 2.5 shock can hold more oil, run cooler and will usually last longer when driven hard off-road. A 2.5 shock would be great for someone wanting to driver faster off-road for long periods of time.

Q: When would bypass shocks on the rear of a Tacoma/4Runner be a good option?
A: Bypass shocks can offer a smoother ride and better performance, but without a proper setup they can become difficult to work with and may ride worse.  Bypass shocks also require more tuning and a pretty consistent ride height.

Q: When would a Tacoma/4Runner need hydraulic air bumps?
A: We don’t typically recommend air bumps for the front of a Tacoma or 4Runner. In many cases front air bumps have too much travel and are located in a bad spot, leading to worse ride quality. In the rear, air bumps are a great upgrade for serious off-roaders.

 

Misc Topics

KDSS Equipped Vehicles

Article

Q: What is KDSS? Kinetic Dynamic Suspension System
A: KDSS uses hydraulic rams attached to a very stiff sway bar in order to control body roll and articulation. The main purpose of the system is to improve on-road handling and to reduce body roll.

Q: What vehicles come with KDSS?
A: KDSS is an option on: 2010+ Toyota 4Runner TRD Offroad, 2008+ Toyota Land Cruiser, 2004+ Lexus GX, 2010+ Toyota Prado

Q: Are you limited on suspension options with KDSS?
A: Yes, the KDSS system will limit your shock length options without modifying it or adding drop brackets for clearance. See more here

Q: Does AccuTune Offroad have specific kits for KDSS equipped 4Runners?
A: Yes we do. We have pre-built kits, or you can choose your own options here.

Tires & Wheels

Q: What are one of the most popular tire sizes for Tacomas & 4Runners?
A: The most popular tire size for Tacoma & 4Runners with a mid travel lift kit seems to be 285/75/16 or 285/70/17, which is basically a 33″ tall tire. 

Q: What size tires can I fit Tacoma or 4Runner with a 3″ lift?
A: Tire size will vary slightly between manufactures so it’s difficult to give an exact tire size. Some 285/70/17 tires will fit just fine while others will require a cab mount chop to clear.

Q: What load range should I look for in an off-road tire?
A: Tacoma and 4Runner owners should look for a load range C or D tire and stay away from the readily available E-rated tires. Passenger car tires with a load rating similar to stock are also a good choice.

Q: Why are load range E tires not recommended for Tacomas and 4Runners?
A: E-rated off-road tires for Tacomas and 4Runners are designed for heavy one ton trucks and are very stiff. The tire doesn’t absorb off-road terrain well and will result in a stiff ride both on and off-road. Lowering air pressure can help a bit, but not solve the problem.

Q: Are there drawbacks to running a large wheel?
A: Running too large of a wheel will reduce the amount of sidewall you have on the tire which will affect ride quality. Not enough sidewall will also increase the chances of you damaging the wheel off-road.

Ride Quality Issues

Q: What are some common issues that may affect ride quality?
A: Too Tall. If your mid travel Tacoma/4Runner is lifted too tall, the ride quality may be suffering. See this article to determine your max recommended shock length for the best ride quality.
A: Wrong spring rate. By having too heavy or too light of a spring rate your vehicle may ride very poorly. Its important to have the correct spring rate for your vehicles weight.
A: Shock Valving. Standard shock valving doesn’t work for everyone. If you have a lot of added weight, or are looking for better ride quality, contact AccuTune Offroad for a quote on revalving your shocks.
A: Tire rating. Tacoma and 4Runners should stay away from E-Rated tires. Load range E are too stiff and can cause poor ride quality.

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