Toyota Landcruiser MY16 200 series

Impingement of components on suspension articulation

6th December 2018

A Toyota Landcruiser MY16 200 series VX model, fitted with KDSS high pressure anti-sway system and LED
headlight levelling system was systematically tested on vehicle ramps to determine if there was contact
between original equipment components. The vehicle tested was registered as S569-BJN in the state of South
Australia having a VIN number of JTMHV05J304183487. The vehicle has original suspension components and
has not been modified from standard suspension.

Summary
It is possible for impingement of the KDSS arm joint on the headlight levelling assembly bracket and wiring in
an unmodified vehicle in relatively benign off road or rough road driving conditions at suitable speeds for the
conditions.
It was found with the car in its standard unmodified state, when the left rear suspension was compressed by
the action of an upwards lift at the tyre contact point, and at the same time the vehicle body was kept
relatively level by the upwards lift of the right front tyre contact point that the rear KDSS arm pivot joint
impinges on the headlight levelling assembly and associated wiring.
Continued use of the vehicle in cross chassis suspension movements could have the effect of bending of the
lighter components, wear, shock loading, and fatigue related failures as well as damage or breakage of
electrical wiring.
There may be other circumstances when the same effect is produced.

Purpose
The purpose of the investigation was to determine if the vehicle components can interact detrimentally in an
unmodified vehicle within the standard operating range of the vehicle. The investigation was not a destructive
test to determine failure point.

Method
Using vehicle ramps, various combinations of suspension movement were investigated incrementally on a flat
level surface with the intention of maintaining contact of all tyres with either the ramp or the flat surface.
A hold point in testing was predetermined to be at the point where contact was demonstrated.
Ramps of 210mm height were used with the addition of a wooden spacer of 55mm to provide additional
compression to the rear right suspension only in the final instance.
Flexion was tested to 210mm on individual wheels, followed by a combination of flexion to 210mm diagonally
across the vehicle and finally with the addition of an extra 55mm of flexion on the right rear of the vehicle.
Testing was ceased at this point. No further testing was performed to determine the total extent of possible
interaction as the purpose was achieved.

Establishing the validity of the test method and parameters

The user manual, standard vehicle manufacturing company advertising (photos and claims) and experience of
regularly available gazetted tracks and expected conditions were used to determine the expected operating
range.
The user manual describes an electronic assistance program built into the vehicle for specifically ‘mogul’
driving, which describes the possibility of cross vehicle suspension travel.
The user manual does not give limitations on the application of suspension travel.
The company claims the vehicle to be able to be used ‘off-road’
In relation to the 2 models with the suspension and headlight systems, the advertising denotes
“Exceptional off-road capabilities”, “ultimate driving experience on and off-road’
And particularly to “Go where others won’t. Whether you are travelling cross-country, crawling through rivers
or battling in the bush, there’s absolutely no doubt that LandCruiser 200 is engineered to handle the rough
stuff”

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 Toyota Landcruiser MY16 200 series
Impingement of components on suspension articulation
6th December 2018
And, “No matter how rough and tumble it gets, the safety features are engineered to provide you with
maximum protection”
Photographs from the advertising on the company’s web site show the vehicle situated off road, in rocky
terrain surrounded by features of a size in excess of the dimensions of the test parameters.
Extensive experience of Australian gazetted roads and tracks includes but is not limited to, the Victorian High
Country, Cape York in Queensland, The Kimberly in Western Australia, The Flinders Ranges in South Australia
and the desert regions of Central Australia.

Inspection findings
Vehicle description
A Toyota Landcruiser MY16 200 series VX model, registered as S569-BJN, VIN number of JTMHV05J304183487

Pre-testing inspection
Evidence of contact prior to testing was noted on the components. There was a contact mark on the KDSS
pivot joint with paint missing, there was evidence of force applied to the level system wiring sheath at the
contact point of the KDSS components.
The user reported that the vehicle had been used on unsealed roads however no extreme suspension travel
had been experienced, the vehicle had been owned since new, travelled 66000km and had been off-road
briefly on 2 occasions, and at no time in the life of the vehicle had suspension been extended to a point where
any of the wheels were off the ground. The prior damage was consistent with this comment.

The photograph below shows the area of electrical cable sheath damage between the red arrows, and a shiny
surface on the end of the bold head which aligns with the steel flange in the KDSS pivot joint when extended
upwards towards the bracket as show by the green arrow.

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 Toyota Landcruiser MY16 200 series
Impingement of components on suspension articulation
6th December 2018

Initial incremental testing

Each of the four wheels was raised to a height of 210mm by driving the vehicle onto a single ramp
consecutively in each of four tests. The suspension was shown to be capable of this travel and was not taken
to its limit. No interaction of the KDSS and head light levelling systems was noted.

Diagonal test
The right front wheel was driven onto a 210mm ramp at the same time as the left rear wheel.
It was noted that the vehicle chassis remained relatively horizontal, all wheels remained in contact with the
surface and no suspension was at either compression or extension limit.

The Movement of the KDSS arm at the left rear of the vehicle was noted to be more significant than with
individual suspension compression and approached the head light levelling bracket. An additional 55mm was
added to the rear ramp in the form of a wooden spacer added to the top of the ramp as shown in the photos
above.

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 Toyota Landcruiser MY16 200 series
Impingement of components on suspension articulation
6th December 2018
The lift required to compress the suspension for interaction of the KDSS and levelling components was in the
order of 265mm at the rear left of the vehicle and 210mm at the front right of the vehicle. The photo shows
the pinching of the electrical wiring sheath between the KDSS pivot arm and the headlight level sensor bracket
and is highlighted by the orange arrows. The red line indicates the contact point of the KDSS pivot knuckle with
the bolt head on the headlight level sensor bracket. The arrows in blue represent the angle of the KDSS pivot.

The following photo is another angle of the same position showing contact point

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 Toyota Landcruiser MY16 200 series
Impingement of components on suspension articulation
6th December 2018

The following photo shows the position of the KDSS arm just prior to hitting the Head light level sensor bracket
at the green arrow, and demonstrates that the KDSS pivot can travel further and, at the red arrow ,has
compressed the heat shielding sheath of the headlight level sensor wiring.

and at this point the physical bump stop on the chassis rail was greater than 40mm away from the axle and
played no part in limiting the action of the KDSS movement through its arc.

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 Toyota Landcruiser MY16 200 series
Impingement of components on suspension articulation
6th December 2018
Further compression of the suspension was not carried out, however as there is more allowable travel within
the vehicle’s suspension range, the contact of the KDSS arm would impart significant force on the levelling arm
bracket and wiring harness.

Conclusion
In a simple test of a standard vehicle and in just one variation of suspension movement across the vehicle it is
possible and there is evidence that the KDSS arm can and has interacted with the headlight level sensor, its
bracket and wiring. If the vehicle had been utilised more in off-road situations or in moderately rough terrain it
would be reasonable to expect that damage could occur with the factory engineered set up of the vehicle.

End document.

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