There’s no doubt that ARB knows how to build top-notch products when it comes to the off-road game. Their suspension line, Old Man Emu (OME), is a testament to their ability to deliver a product line that performs at all levels and within all budgets. You’ve probably seen their shocks and springs before.
With a plethora of options on the market, ARB has once again delivered its tried-and-true OME suspension line for the newer 4th Gen platform. Today, we’re reviewing the ARB OME MT64 kit for the 4th Gen Tacoma and giving initial impressions on the ride quality and if this kit is for you! This is their mid-tier setup that packs a punch with performance and comfort for your rig. It slots squarely between OME’s entry-level Nitrocharger kit and flagship BP-51 kit. Let’s dive in, check out, and see if this may just be the option for you!
I got my kit from Mudify.com. They typically have fast and free shipping, and are super helpful and present to answer questions. This stuff can get confusing and they help to educate you based on your exact needs and use case.
Table Of Contents
Overview
In ARB OME’s shock lineup, the MT64 falls right in the middle of the three offerings. I wanted to include their chart above because it really simplifies the differences.
The Nitrochargers are their budget-friendly offering tailored more towards a heavy, daily-driven vehicle with weekend offroading. The MT64 is an affordable but still high-performing option, good for daily driving and more frequent, aggressive off-roading. Finally, the BP-51 is the top-of-the-line high-performance shock, also good on the road but excels in all levels on the dirt.
At first glance, the MT64 is a massive shock: the internal diameter is 64mm (2.5″), hence the 64 in the name, and the external diameter comes in at a huge 2.8″. This is one of the beefiest shocks in its class, and it certainly feels like it when holding it. Interesting choice by them to go this direction. Somewhat non standard, in a good way.
The larger inner diameter allows for a larger piston and more oil, which improves the shock’s performance and tuning. Furthermore, the hydraulic end top-out eliminates the stress of full shock compression, which can compromise the shock’s integrity. All this engineering goodness is housed in aerospace-grade aluminum, the same material used in their top-of-the-line BP-51 shocks to dissipate heat and increase performance.
Adjustability (flexibility) and rebuild capability are among the MT64’s strong suits. It’s got 6 collared spring perches at 5mm increments, allowing ride height and shock compression to be adjusted to get your desired ride height. Adjustments raise ride height from (0.5 – 3″) with the middle being 1.5″. This setup future proofs your suspension. Being able to adjust ride height to your load is a great feature. This means all you need to do when you add that winch and front bumper is go up in preload on the springs.
High-performance shocks excel most when they’re properly maintained, and ARB made sure these shocks are fully serviceable. The MT64 shocks pack a punch with high-end features and performance while remaining low maintenance and corrosion-resistant.
Installation Overview
I elected to have a local shop install the kit for me, as they were a reputable Tacoma installer in the area. The kit came from Mudify and included the front strut assembly, rear shocks, UCAs, and rear springs. FYI, my front strut assembly came preassembled with the spring and the collar set to the middle lift position (1.5″-2.0″), depending on your front-end weight, which was perfect for my application.
Since the kit is entirely bolt-on, my local shop was able to finish the install and do alignment in less than a full workday. We’ve covered suspension installs in depth on the site, so be sure to search and find a full walk-through of the installation process if you do it yourself!
Height Comparison (Before & After)
Pictured above was the stock height.
Pictured above was soon after installing the kit.
The stock TRD Offroad comes with Bilstein shocks, which I believe are slightly higher than those on the SR and Sport models. Measurements were taken on a 100% stock 4th Gen TRD Offroad iForce Max, which also has added weight due to the extra battery.
Stock Height
- Front: 36″
- Rear: 38.5″
MT64 Height
- Front: 39″
- Rear: 39″
For reference, I’m running RRW wheels with a +12 offset and 285/70/17 Falken Wildpeak AT4Ws.
On Road Characteristics
The stock Bilstein suspension that came with my TRD Offroad rode okay. However, I most definitely noticed it was hoppy, rode stiff, and had a fair amount of body roll in the corners. With the MT64 being a digressive valved shock, which is typically a stiffer ride, I was unsure how it would compare to the stock suspension. I was pleasantly surprised to find out that the engineers over at ARB got it dialed!
The truck rides more smoothly in all respects and doesn’t feel hoppy over train tracks, bumps, or holes in the road, and body roll has been eliminated as well. Aggressive braking and accelerating the nose don’t cause the nose to dive, and it feels planted, which is reassuring.
Considering most of the driving I do is on the road, I wanted the experience to be comfortable, and I’m very pleased with how the MT64’s ride. They’re by far a step up from the stock suspension and don’t overperform, making me feel guilty for not offroading all the time, which is the perfect middle ground.
Off Road Review
The shock’s digressive valving also made me curious about how it’d feel off-road. So far, I’ve been stoked with the performance. Through washboards, chunky rocks, and gravel at high speeds, the ride is comfortable and allows the digressive valving to open up. At lower speeds through these sections, the ride is definitely firmer but not anything harsh. G-outs and bottoming of the shocks feel quite nice with the MT64’s valving, especially with the bump stop on the front strut shaft preventing any metal-on-metal bottoming.
As I’ve got no weight in my bed, I’ve noticed the rear end isn’t as planted as with the softer stock suspension, leading to it getting loose over high-speed washboards and on fast rebound impacts. In our long-term review of this kit, I will be adding weight to the bed. This includes a camper, and I am optimistic that the rear springs and extra weight will mitigate this problem. I went with this setup knowing I would be building the truck out in the near future.
Aesthetics
The MT64s are not only performance-built, but also eye candy, and OME certainly built a sleek and sexy shock package!
The rear shock shaft guards are an overlooked plus on these MT64’s. Nobody wants chipped or dinged shock shafts, which could lead to all sorts of problems over time, so this is an awesome extra piece of mind!
To keep it all under one brand, I went with the OME UCAs as well. The UCAs have a forged ball-joint housing and a serviceable ball joint, as well as maintenance free inner pivots (no greasing). Having a covered and serviceable ball joint is massive. I’ve run control arms in the past that squeak within a few hundred miles, so taking any sort of coverage and protection is huge in helping longevity.
ARB offers a standard-rate rear spring (0-400lbs) and a medium-duty rear spring (400-800lbs). I went with the standard as I’ve got minimal to no weight in the bed.
Final Thoughts
The ARB OME MT64 is the ideal kit for someone looking for a high-performance shock without spending a fortune, or buying something they don’t really need (race inspired shocks). With this kit falling right in the middle of the ARB offerings, it’s a great setup for daily driving and off-roading.
If you want to step up your 4th Gen shock game, then consider the MT64 as an option because, as noted, this kit is banging, and I can assure you, you’ll love it! Once I hit over 5K miles, I’ll be sure to post a long term review, so stay tuned.
Happy Trails!
