OK everyone here's the final word (from me) on this subject.
This relates to the problems I was having getting facts regarding the OME IFS
Suspension settings, also some facts about clearance on the IFS LC100's which (IMHO) show some advantage over a live axle.
Wheel drop is the critical measure on these setups measured by the change in distance from rim to guard (I measure vertically from bottom of rim through the center of the hub to the guard to ensure its the same each measure) from standing to when the vehicle is jacked until front wheel is off the ground.
I measured the LC100 last night and resolved the following:
Wheel Drop = 75mm (This means I could raise the vehicle no more than 15mm more as ARB require a minimum of 60mm. I will wait for the
suspension to settle first) Based on this, I calculate the lift from factory to be 30mm. This number is a bit rubbery (pun?) because I was incorrectly using the floor to guard measure instead of the rim to guard measure at the time of the first measure before the fit.
The 285/75/16's have added a further 25mm so the front end is 55mm from factory off the ground.
I measured the ground clearance under the front diff at 325mm.
The clearance at the wheel, where the front-end really is a disadvantage, was 245mm.
The clearance under the rear diff was 240mm.
Thems the facts - Now for the editorial *grin*
I cannot see how the IFS is worse than a live axle on the basis of clearance alone. Assuming we are caught in ruts deeper than the 245mm then sure the front-end will drag at the wheel but so will the diff at the rear.
Granted the IFS is weaker and has less travel (articulation), but hopefully the air lockers will take care of those points.
On balance I am very pleased with that outcome and hope these points help others who are wondering about IFS lifts on the LC100.
Gaz
2004 HDJ100R (Auto)
ABR Bar/Warn 9.5XP/OME Suspension/Light Force 240/Snorkel/TX3400 UHF/Dick Cepek 285/75/16's/25lts onboard air
Melbourne