2002 Toyota Tacoma Suspension Build

Super Shock Secrets

This exploded cutaway view of Donahoe's digressive valving is just one of the features that make this a great multipurpose shock. Compression (A) and rebound (B) shims are clamped to a multiport piston (C). To maintain a smooth ride during normal daily driving, preset bleed screws (D) allow limited amounts of oil to pass easily. Off road, where the shock must react immediately, such as when hitting a rock or whoop-de-doo at high speed, the piston and valve shims are engineered to allow twice as much fluid to pass through on compression than on rebound. A thinner first valve shim (E) allows the shim pack to be set with a predetermined preload. This reduces spikes in fluid flow and provides smoother performance throughout the range of travel. Lastly, two conical Bellville washers (F), mounted in opposition to each other and with fluid trapped between them, act as an internal droop limiter, eliminating that metal-to-metal clunk sound when your suspension fully extends. In addition, chrome plating is subject to chipping, which ultimately damages the shock seals. To prevent this, Donahoe uses Nitrosteel-treated shock shafts. The patented Nitrosteel process combines nitro-carburizing and surface oxidizing to produce an ultratough and corrosion-resistant surface layer. It is actually part of the shaft rather than an exterior coating. If you wheel near salt water or live where roads are salted in the winter, Nitrosteel is also significantly more resistant to corrosion. While it is a good idea to clean that saline grime off your rig regularly, rumor has it that Donahoe will soon be treating the aluminum shock body to a similar treatment.

Getting the rig realigned is a must after modifications to an IFS front end. Brett Corder at the 4Wheel Parts shop in Phoenix worked out the bugs and got us back in line using a state-of-the-art Hunter 5811 alignment system.	If you don't have room (or the dinero) for dual batteries, make sure the battery you have is a good one. Our Pro Comp Super HDX unit mounted in the stock location with only slight modifications to the bracket. With 1,000 cold cranking amps at 32 degrees and a side post for our winch leads, the HDX would handle the job.	In order for the winch's clutch lever to be positioned near the access port on the ARB Bull Bar, the passenger side of the winch needed to be clocked 144 degrees (four hole spaces in a counterclockwise direction). Note: Make sure you install the winch, provided running lights, and winch controls prior to mounting up the bumper. Maybe this was our snafu with the instructions; we were supposed to read them.
Since the stock bumper is barely heavy enough to be used as a paperweight, we sourced an ARB Bull Bar. Although this hefty unit (100 pounds) made an outstanding platform for the winch and IPF 110-watt driving lights, mounting it up was like doing a jigsaw puzzle without the final picture on the box. Problem: the Bull Bar only accepts winches with non-integrated solenoids (low profile units). Solution: We either had to pony up for a new winch or carve a big hole in the top of the bumper. We spent the cash. Fortunately, the IPF Super Rally 110-watt driving lights and dash-mounted switch were easy to install. The multidirectional mounting hardware made it a cakewalk to adjust on our neighbor's house, and the added visibility would be a big plus when dodging Baja's coyotes and cacti.	While it is easy to hypothesize suspension attributes in the shop, the true litmus test happens when you hit the trail. Loaded with gear, and combined with Donahoe's remote-reservoir rear shocks, body roll during on-road cornering was greatly reduced and the suspension sucked up the whoop-de-doos and high-speed washboard roads like it was right at home. The rear remote-reservoir shock and Donahoe springs worked in harmony, achieving full compression and droop without issue. As we had expected, we did have a fair bit of fender contact with our 33-inch Pro Comp XTerrains and contact with the fender bolts took chunks out of the tread.	Securing all your gear in any rig is a must. With carpet kits running several hundred bucks, we scrounged some free carpet and 40 bucks worth of materials from Home Depot, and spent an evening making our own side boxes and covered it with carpet. Being self-contained is essential for a successful run south of the border or any wheeling trip. The basics: welding rod and shield, an air compressor (our used Quick Air mounted neatly in the carpet kit) and Safety Seal tire repair kit, jumper cables (double as welding leads), a Milwaukee cordless drill, a Hi-Lift jack, an axe and shovel, duct tape, spare fluids.... And the list goes on. (Writer's note: We would use the welding gear three times during our Baja Bash.)
In final form, our Two-Week Taco became the ideal rig for a south-of-the-border bash. Fully loaded (we scaled in at 5,500 pounds)-and with the additional weight of an ARB bumper and Warn 8000 winch-the Donahoe suspension and Pro Comp 33-inch XTerrains enhanced positive damping in rough terrain and netted us 3 inches of clearance under the frame. Jumps like this were taken in stride, and we survived another trip to Baja, thanks to the Donahoe suspension.