Куртка N.A.Z.--> 100--> Рессора Dobinsons задняя Toyota LandCruiser 70 (с 1990 г.) HZJ70/73, PZJ70/73 100 мм [TOY-068-R]

Рессора Dobinsons задняя Toyota LandCruiser 70 (с 1990 г.) HZJ70/73, PZJ70/73 100 мм [TOY-068-R]

Рессора Dobinsons задняя Toyota LandCruiser 70 (с 1990 г.) HZJ70/73, PZJ70/73 100 мм [TOY-068-R]


Dobinsons Spring & Suspension USA are introducing these new 5 rear bumpers to the US market for the Toyota Land Cruiser lineup.

All bumpers offer the same features, and are sold 5 complete kits. The tire 5 and jerry can holder must stay on the side pictured, they’re not interchangeable.

Dobinsons 4x4 Products - Land Cruiser Heaven

Company dedicated to offering hard to source parts for the Land 5 Community. Dobinsons 4x4. Dobinsons 4th Gen Toyota 4Runner Suspension Kit. Dobinsons 4x4.

Buying used: Toyota LandCruiser 75, 76, 78 & 79 Series - greenl66.ru

https://greenl66.ru/100/vidvizhnie-rozetki-gtv-udlinitel-nastolniy-3-rozetki-ae-pbc3gs2u-53bks-schucko-2xusb-bez-nizhnego.html Snorkel 5 Suits Toyota Landcruiser 71, 73, 75, 78, 79 Series 5 03/07) 4.2L D 1HZ Narrow Front - Dobinsons - See Description for Exact Model/Engine.

Whether you are crossing the desert 5 a 5, your engine should be protected from excess water intake and free of dust.
Landcruiser 70 series 1990-1999 HZJ70, HZJ73, PZJ70, PZJ73.

Genuine Toyota Front Swaybar D Bush - 23mm.

Toyota Land Cruiser 1990 Auto Parts Online Shopping, Buy from 7 Shops - greenl66.ru

Dobinsons Steering Damper - Landcruiser 60/70/80/100 Series.
Rear Diff Flange Kit suitable for Landcruiser 70 100 5 HDJ HZJ FZJ. Toyota Landcruiser 70 and 100 Series Rear Diff Flange Kit VDJ HDJ HZJ FZJ LCKIT04A.

Toyota Landcruiser 70 and 100 Series Rear Diff Flange Kit. 5

Toyota Land Cruiser 1990 Auto Parts Online Shopping, Buy from 7 Shops - greenl66.ru

This kit contains the companion flange, pinion oil seal, pinion nut and oil slinger to suit the rear differential. Suits all 70 and. The 75 Series was introduced in January 1985, replacing the ubiquitous 45 Series.
The existing petrol and diesel engines carried over into the new models.
Toyota offered well-sorted vehicles with the right spec' for most applications, but the base-model front seats were a pretty ordinary bucket-plus-bench arrangement.
Despite its working class vocation, the 75 Series was easy to operate, with all controls well-positioned and functional.
The across-vehicle rear seat on RV models was a tad featureless and unsupportive, but vision was quite good from this rear perch.
The Toyota options list for the 75 was comprehensive: air conditioning, a second, 90-litre fuel tank later made standardelectro-pneumatic differential locks and a 5, so many used machines are fitted with some or all of these.
In November 1989, the 2H pushrod diesel was replaced by the overhead-camshaft 1HZ 4.
Optional, vacuum-operated diff locks were added to the specification.
The next upgrade was in November 1992, when the 1FZ-FE twin-cam, 24-valve petrol six was introduced.
At the same time, all the 75 Series scored four-wheel discs, complete with drum-in-rear-disc parking brakes, in place of the previous tail shaft drum brake.
The diff lock actuation method changed to electro-mechanical.
In March 1995, the diesel was given a minor rework and a power increase, up to 96kW.
The petrol engine option was dropped.
The existing diesel engine was upgraded and fitted with a high-altitude compensator, to reduce rich-running and oil contamination.
The engine was mated to an improved, lighter-shifting five-speed transmission and there was also a new clutch, with reduced pedal 5 />The 78 Series was fitted with shorter-geared, 4.
The 78 Series' coil-sprung front end was derived from the 100 Series wagon range and incorporated larger-diameter disc brakes with four-pot callipers.
Rear leaf spring length on all 78 models was increased by 172mm, for longer wheel travel and improved ride comfort, and an anti-sway bar was made standard on Troop Перейти models.
The leading spring hanger was positioned lower than the 75 Series hanger, to reduce the rear-axle steering effect inherent in leaf spring arrangements.
Low-pressure gas-charged dampers were fitted front and rear.
The 2002 year model 78 Series could be ordered with a lower compression 5 version of the 100 Series' turbo-diesel, minus that engine's intercooler.
The 1HD-FTE diesel six put out 122kW at 3400rpm, with peak torque of 380Nm between 1400rpm and 2600rpm.
Because of the new engine's greater torque Toyota was able to use 4.
The 78 Series ute had a 200mm wheelbase increase over the 75 Series and a 120mm increase in cabin length, for more interior space.
Toyota claimed greater wheel clamping power from the new arrangement, which had thicker, 14mm studs and a larger-diameter pitch circle.
The 78 Series didn't receive any основываясь на этих данных bodywork with the turbo introduction, but the previously optional snorkel was made standard equipment.
A new RV-grade cab-chassis was introduced, with bucket seats, carpet, remote central locking, power windows and aluminium wheels.
Internally the 78 Series looked little different from the 75, but the instrument panel integrated the 5 fuel tank gauge, rather than its previous location on top of the dashboard.
The new panel had backlit electronic instruments, a digital odometer with two trip meters, and warning lamps for door ajar, 5 filter condition and, in the case of snorkel-equipped models, air cleaner 5 />The factory differential locks and snorkel options were retained for the 78 Series, and front and rear bars, spotlights and a Superwinch were added to the options list.
Toyota stuck with its policy of making as few changes as possible to its LandCruiser workhorse range.
That was probably just as well, given the few changes that were made to the
Сноуборд Lib Tech Attack Banana (13-14) and suspension, and the absence of 5 stability control 68 Roca Compacto 327518 Раковина-столешница см Dama Senso even ABS brakes.
The front track was also increased, but not the rear.
Aluminium-wheel models have nearly 10mm track difference between front and rear axles.
The V8 could pull taller, 3.
The GLX ute models had 5 buckets.
USED 75 SERIES The twin-cam 4.
The plus side of the crude leaf-spring equation was a suspension that was very reliable in tough conditions and easily repaired in the bush.
What the 75 Series lacked in wheel travel, it provided in 5 chassis twist, so a well-driven 75 was very capable in demanding off-road conditions.
Leaf-spring suspension relegated the 75 Series to a rough ride on all but smooth blacktop or dirt.
Since ride quality wasn't exactly the 75's strongest point, many used vehicles have various suspension mods intended to improve the situation.
The stock limited slip diff was weak in comparison with the Patrol's, so serious off-roaders normally opted for diff locks.
The factory diff lock actuation was complicated, however, and there was often a delay in getting the locks to engage, which is why the design was progressively changed to full-electric operation.
The 75 Series engine bay had an unusual tapered shape, which caused some dramas for operators in hotter parts of the country.
Airflow through the radiator wasn't as good as it might be, which wasn't a problem most of the time, but could be if owners extracted more grunt from the узнать больше здесь engine by turbocharging it.
Payload capacity, off-road and rough-road ability, and powertrain and driveline simplicity were preserved.
Revised seats and the coil-sprung front end improved ride quality out of sight.
Even empty, the Troop Carrier had balanced handling, albeit with a stiffer feel from the back end than the front.
With a half-load in the back the 5 was reasonable, even over corrugations.
The upgraded engine didn't smoke.
It would cough up a blue puff on a cold morning, but the rest of the time it ran with almost a clear exhaust.
On-road ability was enhanced by the additional engine urge and cog-swapping in the revised gearbox was much sweeter.
We tested the naturally-aspirated 78 5 against a factory-turbocharged, 4.
Off-road the 78 Series was a better performer than the 75 Series, thanks to greatly improved engine response, lower-speed gearing and better wheel travel front and rear.
Ride harshness was noticeably less on rough surfaces.
The factory-turbo 78 Series had impressive performance and top-gear flexibility that the naturally-aspirated engine couldn't match.
Highway hills that sent the naturally-aspirated model into fourth gear wouldn't force the turbo version out of fifth.
Because of the new engine's greater torque the 4.
We found that low-speed, off-road crawling performance wasn't affected by the final drive ratio change, because the new engine had ample torque, even when the turbo wasn't spinning at optimum boost revs.
Toyota tuned the engine's torque curve to be almost flat from 1400rpm to 2600rpm, so off-road behaviour was very stable, with no sudden torque surges.
MECHANICAL ISSUES Mechanically, 70 Series lasted well, although the part time 4WD driveline was читать статью abused.
Many working 70s spent much of their time in 4WD, even on hard surfaces, so transfer case and differential problems were common.
Transfer case bearings and front tailshaft splines are prone to wear.
Swivel hubs, bearings and seals need regular attention, as do the gearbox lever bushes.
Rear disc callipers are prone to failure and the V8 seems to be a bit much for the old transmission, causing premature wear.
Later model front diff housings bend, like coil-sprung Patrol axles used to do.
After-market turbocharged 1HZ engines seem to last well, provided oil drains have been done every 5000km.

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