Bilstein 5100 First Impressions (installed on 2024 Tacoma TRD Off-Road)

[magicbenjils]

Yesterday I installed a set of Bilstein 5100’s on my 2024 TRD Off Road. I paid around $480 for 4 shocks on Black Friday, and waited to hit 15k miles to put them on, to line up an oil change with the post-lift alignment.

The install went smoothly, this was the 3rd time I’ve replaced shocks on a Toyota truck (1st gen Tundra & 2nd gen Tacoma before) and nothing was unexpected. Nice not dealing with rusty bolts on a truck so new.

I went with the 3rd circlip position for an expected 1.8in of lift in the front. Everything I could find online said the 4th position got them perfectly level, and I wanted to retain a bit of rake, so stuck with the 3rd. To my disappointment, I’m sitting about an inch higher in the front than the rear after getting the truck back on the ground. I wish I would have measured from stock to get exact measurements, but it definitely looks squatted as is (will post pics in thread).

I double checked everything to see if I messed up somewhere and can’t find anything wrong, maybe my rear is sitting low? Not sure why it would be at 15k miles, but regardless, I’m going to have to disassemble and adjust the fronts. Now I’m not sure if I should drop down to the 2nd clip position or all the way down to the 1st. Definitely don’t want to take the fronts apart 3 times. I might just go #2 and add 1in spacers to the rear coils if needed.

No matter how long it takes, getting this set up dialed in will hands down be worth it for the improvement in ride quality. This is what I was most hesitant about in making the jump to 5100’s, with so little information online. I haven’t taken them off road yet, but on the street, they’re an improvement over stock in every way. They handle tighter, less body roll in corners, and yet still feel more compliant over small bumps than stock. The biggest difference is definitely over larger bumps, where the stock OR Bilsteins would bottom out constantly with little to no effort. The 5100’s handle big hits at speed with ease, not bottoming out harshly or bouncing around.

Also for those wondering about “internal bump stops”, the bump stop is part of the top hat that gets swapped from the stock coilover. So the stock part is retained. Since the front shocks are the same length as stock, I’d imagine there’s no impact on travel, but I haven’t measured yet.

Overall, if you’re looking for a little lift while improving your ride and handling, the 5100’s are a fantastic option at $500!

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[co425]

Suspension changes need time to settle. Go drive it for a few hundred miles before you make any changes. It may settle down to the lift you are happy with.

 

[TX-MD]

Thanks for the write up. I’m hoping this is the same or even more of an improvement on the SR5s. I used 5100s on my 3G 4Runner and they were great.

 

[Wife bought my 24 TRD]

I agree with co245, drive your truck for 1000 miles or so. The suspension will settle down and you might be presently pleased with the results.
My king suspension settled about 1/2 inch, and if you are planning on installing a winch or winch with high clearance front bumper it will settle even more.
I just ordered new 650lb coils to replace the 500lb coils that came with the King suspension to lift the front end back up to level or close to.
It's just $$$

 

[Yotota]

I highly doubt your stock TRD OR Bilstein shocks ever bottomed out (unless you were smashing speed bumps or g-outs at 30, or jumping the truck, or were just heavily loaded). With stock Toyota bump stops, bottoming out while driving is not a gentle experience.

The shocks were likely hitting the internal ESCV compression stage which is about halfway through the travel on our shocks. It's a noticable tap and stiffening of the travel.

More into about the stock shocks here (from when the tech was introduced on Bronco shocks, which are the same as our Taco shocks):

https://offroad.bilstein.com/en-us/a-look-inside-the-all-new-bilstein-escv-for-the-ford-bronco/


For your 5100 dilemma...

With the front circlip in the 3rd position, the springs should be preloaded for ~1.8" of lift over stock springs according to the Bilstein table of circlip positions. I've seen 5100s on earlier Toyotas occasionally net more lift than advertised, and I'd guess that you are in that situation.

1.5" front lift is the typical leveling kit for these trucks. In my opinion, that's actually a bit too much for a "perfectly level" truck. It evens out the fender gaps but results in a slightly nose-high stance if you measure along the bottom of the rockers (or running boards/sliders).

I'd recommend lowering the circlip down to the 1st position if you want a small amount of rake.

New shocks will have stiffer damping since they need driving time to break in. And with your springs preloaded for the extra front lift you now have, they will drive a bit "stiffer" (preload = same spring rate, but now at a stiffer value of the spring rate). This is the exact same as running a preload lift spacer which results in a "stiffer" feeling ride.

So dropping down to a lower circlip setting will also result in a "softer" front suspension feel due to reduced preload that is closer to stock. Something to keep in mind.

 

[HarryDaHamster]

Yeah it's a crap shoot with specifications posted online due to the different trim levels. 3rd circlip might be level on a Pro or Trailhunter. Also, everybody says a +35 offset wheel is perfect... not on a Pro or Trailhunter.

I never ran Bilsteins yet but from what ive read they ride terrible on the higher circlip settings

 

[Rocko]

Thanks for the write up. I have been checking often for the 6112's to be released from Billstein. I may not wait much longer. I loved the 5100's on my 2010 trd OR, it was a big improvement over stock. Maybe I will just go with the 5100's soon. And you cant beat the price.

 

[LincolnSixAlpha]

Yesterday I installed a set of Bilstein 5100’s on my 2024 TRD Off Road. I paid around $480 for 4 shocks on Black Friday, and waited to hit 15k miles to put them on, to line up an oil change with the post-lift alignment.

Thanks for the update on the 5100's. I've got the same model, and while I dont hate this suspension, I've had better. I was curious how the 5100's would feel on the truck. Please do update on the front adjustment. My driving is pretty much 99% on road, and also prefer a slight rake to the truck.

 

[magicbenjils]

Got out on the trails today, the ride is infinitely better off road compared to stock, at all speeds. Less harsh, more compliant, have no complaints about the way these perform so far.

Obviously this photo was not taken on level ground, but you can see the front sitting a bit higher than the rear

 

[magicbenjils]

I highly doubt your stock TRD OR Bilstein shocks ever bottomed out (unless you were smashing speed bumps or g-outs at 30, or jumping the truck, or were just heavily loaded). With stock Toyota bump stops, bottoming out while driving is not a gentle experience.

The shocks were likely hitting the internal ESCV compression stage which is about halfway through the travel on our shocks. It's a noticable tap and stiffening of the travel.

More into about the stock shocks here (from when the tech was introduced on Bronco shocks, which are the same as our Taco shocks):

https://offroad.bilstein.com/en-us/a-look-inside-the-all-new-bilstein-escv-for-the-ford-bronco/


For your 5100 dilemma...

With the front circlip in the 3rd position, the springs should be preloaded for ~1.8" of lift over stock springs according to the Bilstein table of circlip positions. I've seen 5100s on earlier Toyotas occasionally net more lift than advertised, and I'd guess that you are in that situation.

1.5" front lift is the typical leveling kit for these trucks. In my opinion, that's actually a bit too much for a "perfectly level" truck. It evens out the fender gaps but results in a slightly nose-high stance if you measure along the bottom of the rockers (or running boards/sliders).

I'd recommend lowering the circlip down to the 1st position if you want a small amount of rake.

New shocks will have stiffer damping since they need driving time to break in. And with your springs preloaded for the extra front lift you now have, they will drive a bit "stiffer" (preload = same spring rate, but now at a stiffer value of the spring rate). This is the exact same as running a preload lift spacer which results in a "stiffer" feeling ride.

So dropping down to a lower circlip setting will also result in a "softer" front suspension feel due to reduced preload that is closer to stock. Something to keep in mind.

Interesting, from a quick read it seems like most of the ESCV benefits come with the hardest hits at highest speeds. For everything I’m doing with the truck: low speed off roading and on-road daily use, the stock shocks felt too soft 90% of the time and too harsh on big hits, like they weren’t even there.

Granted I only have a few days and ~150 miles on the 5100’s, but to me they feel like an improvement in every situation.

On the circlip dilemma, I’ll likely take your advice and drop down to the 1st position. If the gains/losses in lift are proportional to Bilstein’s chart, I worry #2 will still be too high. I would like some rake back to avoid as much MPG loss as possible in daily driving, and minimize squat with a loaded bed or towing.

 

[Rocko]

Good to hear it. I think a lot of us have been waiting an a good write up. If the 6112's are not out in a few months, hell, $500 or so for 5100's sounds like a pretty good fall back plan.

 

[magicbenjils]

Good to hear it. I think a lot of us have been waiting an a good write up. If the 6112's are not out in a few months, hell, $500 or so for 5100's sounds like a pretty good fall back plan.

The only real reviews I’d seen were short form content from Shock Surplus, who had only good things to say about the 5100’s.

I can’t believe it’s taking this long for 6112/8112, I wonder what the hold up is. If they were waiting to see sales numbers to decide whether development would be worth it, I’d think they have what they need by now.

Hopefully the wait will mean they’re perfectly dialed and worth the extra cost. Would love to do back to back testing for comparison.

 

[magicbenjils]

I agree with co245, drive your truck for 1000 miles or so. The suspension will settle down and you might be presently pleased with the results.
My king suspension settled about 1/2 inch, and if you are planning on installing a winch or winch with high clearance front bumper it will settle even more.
I just ordered new 650lb coils to replace the 500lb coils that came with the King suspension to lift the front end back up to level or close to.
It's just $$$

Unfortunately even if they settle a 1/2in they’d still be too high.. maybe if bumpers etc. were in the cards near term I’d leave them, but at least I know I can re-adjust again down the road if needed.

Hopefully by then a set of Kings will be in the budget anyway!

 

[Yotota]

Interesting, from a quick read it seems like most of the ESCV benefits come with the hardest hits at highest speeds. For everything I’m doing with the truck: low speed off roading and on-road daily use, the stock shocks felt too soft 90% of the time and too harsh on big hits, like they weren’t even there.

Granted I only have a few days and ~150 miles on the 5100’s, but to me they feel like an improvement in every situation.

On the circlip dilemma, I’ll likely take your advice and drop down to the 1st position. If the gains/losses in lift are proportional to Bilstein’s chart, I worry #2 will still be too high. I would like some rake back to avoid as much MPG loss as possible in daily driving, and minimize squat with a loaded bed or towing.

The ESCV shocks seem to be damped a bit softer (less compression damping) in the initial travel, and then firmer (much more compression damping) in the second stage of travel. I agree that it's more of a benefit on mid-speed hits versus low speed off-road driving where a 5100 is good. And depending on preference, daily driving could be better or worse with either shock.

5100s are what most people are used to and are very controlled and predictable. They will get overwhelmed and heat soak on mid-speed choppy terrain, and high speed is out of the question. But for ~80% of trucks they are plenty.

EDIT: I should clarify something:

Relating to my shock comments, in my personal opinion as a non-professional dude who has driven a fair amount of trucks, and specifically talking about off-road driving modified daily driver trucks...

"Low Speed" = 0-10 mph; trails, crawling, 4low stuff.
"Mid Speed" = 10-30ish mph; faster trails, sand, going faster on rough unmaintained forest or logging roads.
"High Speed" = above 30ish mph; really hauling butt on rough terrain. This feels fast AF for us amateur hobby drivers.

Our modded daily driver trucks will never be full on race rigs. Even the best builds we see on the forums (which get close to an U4 4600 truck) can't be pushed too hard for too long at high speed before the suspension gets overwhelmed.

 

[rocky.mtn]

Surprised the 5100s are an upgrade from the red external resevoir bilsteins on the TRD OR. Glad to hear they are working out!

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