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Originally posted by Whitey
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Hey all,
I’ve finally tracked down all the different versions of the D563 strut, valving is shown below;
The BE5-E232 is the Hilux TRD spec strut, also known by the Toyota Tokico part number 48510-YWR01. Toyota have just slapped their Tokico sticker over the E232 sticker.
The main difference between the E232 and the original D563-M0 is the rebound is higher by around 840N and compression is softer by around 880N.
The D563-M2 appeared many years later after the M0 version, and you can see that within valving tolerance it uses the same rebound as the E232. I would say D563-M2, E232 and D563-Gen8 all use the same rebound shim stack. However, the D563-M2 still uses much higher compression than the E232.
The soft compression of around 1500N has also been adopted in the latest D563-Gen8 strut for the new 2.8 Hilux. Note that the open length of the D563-Gen8 strut is limited to 555mm, as the double wishbone geometry on the new Hilux is different to its predecessor.
While all of these struts are curiously regarded by Sydney Bilstein as Hilux spec struts, there is no reason they cannot be run in a Prado. As I have discussed in other threads, high rebound struts on the Prado when combined with around 660lb/in coils can dramatically enhance the off-road performance of the IFS. I myself am running the D563-M2 strut with a 675lb/in coil and it is brilliant in the rough stuff.
However, the soft compression valving of around 1500N is of particular interest. Will this enhance the off-road performance of a Prado even more?
Another clue in this valving jigsaw puzzle is the valving of Koni struts. The Prado specific 88-1712 has 3100N/1500N. The Hilux specific 88-1713 has 3500N/1500N. Both of these Koni struts fall in the same range of valving as the D563 struts above. The 88-1713 in particular looks to have almost the same valving as TRD spec. The purely hydraulic 88 and 90 series RAIDS have a hard earnt reputation in the roughest of corrugated conditions, so the soft 1500N compression may be an important factor.
My on and off-road driving impression of the D563-M2 is very positive. Off-road in heavily rutted conditions on Fraser with soft 16psi tyre pressures, the IFS cycles brilliantly. On-road with 40psi, I can feel the front being slightly skittish on crappy bumpy sections of Brisbane roads. Lowering tyre pressures is the equivalent of lowering the compression valving, so for 40-60km/h in the sand and rutted stuff with low tyre pressure I doubt you’ll feel the difference between 1500N and 2200N.
On corrugations at moderately high tyre pressures of at least 30psi, then I think you’ll definitely notice the difference between 1500N and 2200N of compression, and the lower compression (TRD/Koni spec) may be beneficial at moderate speeds.
Higher speed driving in whoops will require higher compression to cope with bump outs.
Hope you’re all enjoying your Bilsteins!
Best
Mark
I’ve finally tracked down all the different versions of the D563 strut, valving is shown below;
The BE5-E232 is the Hilux TRD spec strut, also known by the Toyota Tokico part number 48510-YWR01. Toyota have just slapped their Tokico sticker over the E232 sticker.
The main difference between the E232 and the original D563-M0 is the rebound is higher by around 840N and compression is softer by around 880N.
The D563-M2 appeared many years later after the M0 version, and you can see that within valving tolerance it uses the same rebound as the E232. I would say D563-M2, E232 and D563-Gen8 all use the same rebound shim stack. However, the D563-M2 still uses much higher compression than the E232.
The soft compression of around 1500N has also been adopted in the latest D563-Gen8 strut for the new 2.8 Hilux. Note that the open length of the D563-Gen8 strut is limited to 555mm, as the double wishbone geometry on the new Hilux is different to its predecessor.
While all of these struts are curiously regarded by Sydney Bilstein as Hilux spec struts, there is no reason they cannot be run in a Prado. As I have discussed in other threads, high rebound struts on the Prado when combined with around 660lb/in coils can dramatically enhance the off-road performance of the IFS. I myself am running the D563-M2 strut with a 675lb/in coil and it is brilliant in the rough stuff.
However, the soft compression valving of around 1500N is of particular interest. Will this enhance the off-road performance of a Prado even more?
Another clue in this valving jigsaw puzzle is the valving of Koni struts. The Prado specific 88-1712 has 3100N/1500N. The Hilux specific 88-1713 has 3500N/1500N. Both of these Koni struts fall in the same range of valving as the D563 struts above. The 88-1713 in particular looks to have almost the same valving as TRD spec. The purely hydraulic 88 and 90 series RAIDS have a hard earnt reputation in the roughest of corrugated conditions, so the soft 1500N compression may be an important factor.
My on and off-road driving impression of the D563-M2 is very positive. Off-road in heavily rutted conditions on Fraser with soft 16psi tyre pressures, the IFS cycles brilliantly. On-road with 40psi, I can feel the front being slightly skittish on crappy bumpy sections of Brisbane roads. Lowering tyre pressures is the equivalent of lowering the compression valving, so for 40-60km/h in the sand and rutted stuff with low tyre pressure I doubt you’ll feel the difference between 1500N and 2200N.
On corrugations at moderately high tyre pressures of at least 30psi, then I think you’ll definitely notice the difference between 1500N and 2200N of compression, and the lower compression (TRD/Koni spec) may be beneficial at moderate speeds.
Higher speed driving in whoops will require higher compression to cope with bump outs.
Hope you’re all enjoying your Bilsteins!
Best
Mark
Whitey
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