ថ្ងៃនេះខ្ញ៉ំទិញបាន Toyota Landcruiser 1989 នៅថ្មីដូចខ្លាញ់គោ អ្វីដែលសំខាន់គឺ

នេះជាអត្តសញ្ញាណរបស់ខ្ញ៉ំ
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From the shell-shocked battle fields of the Middle East through to the urban sprawl of inner city Sydney the term LandCruiser is synonymous with quality, reliability, and an uncanny ability to power on despite all odds. While the current iteration is every bit as refined as its European equivalents (and every bit as expensive) the earlier LandCruiser's were more, agricultural, to put it politely.

The early 40 Series first brought the brand to the world stage, with a heavy influence from the WW2 Jeep's left behind by the American Forces throughout South East Asia, they were primitive at best. Leaf springs on all corners, a bell-crank steering set-up that provides less steering feedback than the glovebox handle and a body on ladder frame chassis construction. The later 60 Series sought to rectify this in the early 1980s, although all that really changed was a (slightly) more responsive steering arrangement and full wagon body with seating for five. Toyota has hundreds of engineers on staff and years of experience developing vehicles for all terrains, in all conditions, all over the world. I thought I could do better. I was wrong.

Like any car-tragic, the modification bug bit before I had even pulled my new-to-me 60 Series into the driveway. The inspection revealed worn tie rods, missing bolts, a uni-joint with an ominous ‘ding' on acceleration, and sagging suspension that could easily be mistaken for a 300kg passenger sitting beside me. Although the carb-fed 4.0L straight six had a throaty roar long since lost in later model alloy engines and was backed by a 5-speed gearbox that demands to be treated with authority, lest you find yourself double clutching gears much to the amusement of passengers. The passion was there, but the refinement needed in a daily drive was not. The solution was simple, and involved lots of grinding discs.

The front suspension was the first to go. From the factory the LandCruiser was fitted with archaic leaf springs, presumably similar to the chariots of Ancient Rome. Their replacement, a set of 12” long King Coilovers and multi-link arrangement provided a worthwhile upgrade with more responsive steering thanks to greater caster control and an increase in both ride and articulation. Except the 60 now had a death wobble that could put fear into a thousand bearded Vikings should they foolishly travel faster than 30km/h. While we spent countless hours custom building a Panhard rod to clear the tie rod, drag link, and diff pumpkin the size of an actual pumpkin, we failed to account for its flex on every bend we painstakingly made. So that's why Toyota moved the tie rod to the rear in their coil sprung models. For now the rear remains a traditional lifted leaf spring arrangement, mainly
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