Nimbus FAQ

Oleo-pneumatic suspension combines two elements inside a single sealed unit: dry nitrogen gas, which acts as a progressive spring, and hydraulic oil, which controls the speed of motion through precision-calibrated valving.

As the unit compresses over a bump, the nitrogen gas volume decreases and pressure rises exponentially, providing increasingly firm support. At the same time, oil is forced through carefully sized passages that meter the flow to control both compression and rebound.

This means the unit is soft and compliant over small road imperfections, while becoming progressively firmer under larger impacts to prevent harsh bottoming. Learn more about the principles on our technology page.

Conventional suspension systems typically separate the spring function (handled by a coil or leaf spring) from the damping function (handled by a shock absorber filled with oil). These two components are independent, meaning the spring rate is fixed and the damper merely controls the speed of motion.

In a Nimbus oleo-pneumatic system, both functions are integrated into a single sealed body. The nitrogen gas acts as the spring, and because gas compresses non-linearly, you get a progressive spring rate — soft at the top of the stroke for comfort, exponentially firmer as the unit compresses deeper.

A conventional coil spring is essentially linear: it pushes back at the same rate regardless of compression depth. This means conventional setups must compromise between comfort and control, while oleo-pneumatic systems adapt naturally through gas physics.

The history of oleo-pneumatic technology stretches back over a century:

• 1908 — French engineer Paul Doumer developed oleo-pneumatic shock absorbers for military artillery, allowing cannons to return smoothly to firing position after each shot
• 1925 — George Messier applied the principle to automobiles, creating the "springless car" — over 150 vehicles equipped within the first year
• 1930s–1950s — oleo-pneumatic struts became the standard for airplane landing gear, and to this day every commercial aircraft relies on this technology
• 1950s–1970s — Citroën, Mercedes-Benz, and Rolls-Royce adopted oleo-pneumatic systems, demonstrating ride comfort that conventional springs could not match

Today, Nimbus takes this proven lineage and engineers it specifically for modern 4x4s and SUVs.

Combining gas and oil in a single sealed body is what allows Nimbus to manage both the spring and damping functions as a unified system.

The nitrogen gas provides progressive spring force — as the unit compresses, pressure rises, creating support that increases naturally with demand. The hydraulic oil flows through precision-calibrated valves to control both compression and rebound speed.

This single-body design means fewer external components, fewer potential failure points, and a cleaner installation footprint on the vehicle.

Nimbus suspensions are designed to operate safely from −52 °C to +150 °C.

This range covers everything from deep arctic cold to sustained desert heat. It is made possible by:

• 6082 aluminum bodies chosen for superior heat dissipation
• a proprietary hydraulic oil formulated to remain fluid across the full spectrum
• a multi-layer seal stack engineered with strong safety margin beyond the published rating

A progressive spring is one whose stiffness increases as it compresses.

In Nimbus, the nitrogen gas provides this behavior naturally. Think of a medical syringe with the tip blocked: at the start, the plunger moves easily — that is your comfort zone. Push deeper and the pressure ramps up rapidly — that is your impact zone, where the suspension resists heavy forces to prevent bottoming out.

A conventional coil spring compresses at a fixed, linear rate. It must be a compromise: too soft and it bottoms out under load, too stiff and it punishes you on small bumps. With a progressive gas spring, you get both — soft compliance where you want it and firm support where you need it.

TiN (Titanium Nitride) is a hard ceramic coating applied as a top layer over the hard chrome base on the piston rod.

Both Erebus and Goliath V2 feature this dual-layer coating system:

• hard chrome provides the foundation for corrosion resistance and structural integrity
• TiN on top delivers a significantly lower friction coefficient

In practical terms, this means reduced stiction — the static friction that must be overcome before the rod begins to move. Lower stiction translates to faster initial response, so even the smallest road inputs are absorbed immediately rather than transmitted into the cabin.

Legacy Vibranium and original Goliath units use hard chrome only but remain fully supported for warranty and service.

Yes, the gas-oil emulsion is completely normal and is actually an intentional part of how Nimbus suspensions work.

During operation, as the unit cycles through compression and rebound, the nitrogen gas and hydraulic oil naturally mix into a stable emulsion. Unlike some damper designs where gas-oil mixing is considered a flaw, in the Nimbus architecture this behavior is part of the tuning.

It contributes to the smooth, progressive feel of the system and does not degrade performance or longevity.

Nimbus uses dry nitrogen with a purity of 99.9 % or better.

Nitrogen is preferred because it is:

• chemically inert — no corrosion or oxidation inside the unit
• moisture-free — stable pressure behavior across the full −52 °C to +150 °C range
• more predictable than air — consistent pressure-temperature behavior in all conditions

That said, if you need to top up pressure in the field and nitrogen is not available, regular air is entirely acceptable as a temporary measure. It will not damage the system.

Erebus is used when the damper and spring remain separate on the vehicle. This includes solid axle platforms like the Land Rover Defender and independent front suspension vehicles like the Toyota Land Cruiser 100.

Goliath V2 is used on coil-over front suspension platforms, where a single unit replaces both the front spring and damper. A typical Goliath V2 setup uses two Goliath V2 units on the front axle paired with two Erebus units at the rear.

Both product lines feature TiN coating over hard chrome on the piston rod. See the Build and Price page for configurations and pricing by vehicle.

Not always. On most vehicles, Nimbus works with the existing springs — whether OEM or matched aftermarket — because the best result is usually achieved in harmony, not replacement.

On Goliath V2 front applications, Nimbus provides the front spring function by design and front coils are replaced. For the rear axle, Erebus units work with rear springs as usual.

For vehicles that carry sustained heavy loads, the Nimbus MAX configuration pairs the units with Dobinson springs matched to your vehicle and load profile.

The supported vehicle list is on the Build and Price page, updated with every new platform release.

If your vehicle does not appear, it may mean the platform is under evaluation or has not yet been validated.

No. The Defender L663 (2020 onward) is not currently in the Nimbus catalog.

The classic Defender 90, 110, and 130 models produced between 1990 and 2016 are fully supported with a four-Erebus configuration. If you own a newer L663 and are interested, contact our team to express interest.

Yes. All Vibranium and original Goliath units remain fully supported for warranty claims, service, and maintenance.

The key difference is that legacy products use hard chrome only on the rod surface, whereas current-generation units feature TiN coating. If you bring a legacy unit in for service, Nimbus may offer you the option to upgrade to Erebus or Goliath V2 at that time. Contact us for details.

Nimbus Custom is the base offering — four Nimbus suspension units configured for your specific vehicle platform. It includes the standard Nimbus finish and carries a 90-day production lead time.

Nimbus MAX is the complete suspension package. It includes everything in Custom, plus Dobinson springs specifically matched to your vehicle and load profile. MAX is particularly recommended for vehicles that carry sustained heavy loads.

See Build and Price for current pricing and options.

The Toyota Land Cruiser 100 (1998–2007) uses a four-Erebus configuration.

Although the LC100 has independent front suspension, it uses Erebus — not Goliath V2 — because the factory design keeps the damper and spring as separate components. The defining factor is whether the platform has a coil-over architecture, not whether the front suspension is independent.

Important note for LC100 owners: many of these vehicles came with Toyota's Active Height Control (AHC). Nimbus requires full removal of AHC before installation.

The Toyota Land Cruiser 200 (2008–2021) uses a Goliath V2 configuration: two Goliath V2 units on the front axle and two Erebus units on the rear.

The Goliath V2 front units replace the front springs by design. For owners who carry sustained cargo weight, the Nimbus MAX package adds Dobinson rear springs matched to your specific load profile.

Yes, but not alongside the factory system.

When a vehicle has a factory pneumatic or air suspension system, Nimbus requires full removal of the factory system before installation. Retaining it would create conflicting load management behavior.

The upside is that you replace a complex electronic system with a mechanically simple, rebuildable precision system designed to last decades. Many owners make the switch specifically because the factory system has become expensive and unreliable as the vehicle ages.

On paved roads, the most immediate difference is how much calmer the cabin becomes. Small road imperfections — expansion joints, rough patches, broken pavement — that previously transmitted harshness are absorbed early by the progressive gas spring.

Other noticeable changes include:

• reduced brake dive during hard stops
• reduced body roll through corners without a stiff ride
• less vibration and noise in the cabin

Many owners describe the feeling as the vehicle becoming "more planted" and "more composed." Read real owner feedback for firsthand accounts.

Off road is where the oleo-pneumatic architecture really shows its advantage.

On corrugated gravel — the washboard surface that punishes conventional shocks — Nimbus manages rapid, repetitive impacts through calibrated oil flow that dissipates heat and maintains stable damping. On rocky trails, the progressive spring rate means more usable suspension travel before bottoming out, because resistance rises exponentially rather than linearly.

The wheel follows terrain contours more closely, improving traction. The vehicle stays composed, the driver stays comfortable, and confidence increases.

No. This concern comes from a misunderstanding of how progressive springing works.

A conventional soft spring remains soft under all loads. The Nimbus nitrogen gas spring is progressive — soft at the top of the stroke for comfort, but stiffness increases exponentially as the unit compresses under load. For vehicles that carry sustained heavy loads, the Nimbus MAX rear spring options add coil springs matched to the expected load.

The result is stable braking, a calm cabin at highway speeds, and confident towing behavior.

Nimbus delivers a significant improvement in ride quality, but the goal is not to make a 4x4 feel like a sedan — it is to make your 4x4 the best version of itself.

A Land Cruiser 200 with Nimbus will feel more composed and comfortable, but it will still feel like a Land Cruiser. The engineering philosophy is to remove the punishment rather than add artificial softness.

Yes, and this is one of the most noticeable on-road benefits.

Brake dive is reduced because the progressive gas spring provides increasing resistance as the front suspension compresses. Body roll through corners is reduced by the same principle applied to lateral weight transfer.

Importantly, this improvement comes without the harsh ride that typically accompanies stiffer conventional springs, because the oleo-pneumatic system remains compliant at the top of its stroke where small road inputs happen.

This is an engineering decision, not a limitation.

In a conventional shock absorber, the spring and damper are separate with independent adjustment — which also allows the user to create mismatched configurations that degrade performance. In the Nimbus oleo-pneumatic architecture, changing the gas pressure naturally adjusts both the spring rate and the damping force simultaneously.

This keeps the ratio mathematically correct at every setting, eliminating user error and the confusion of managing dozens of clicker combinations.

Every Nimbus unit is tuned at the factory for your specific vehicle platform using two elements: internal valving and gas pressure.

The valving — calibrated passages, shim stacks, and orifices — is selected for each vehicle model based on its weight, geometry, and use patterns. Compression valves control bump behavior, rebound valves control extension. Low-speed circuits address pitch and roll, high-speed circuits manage sharp inputs.

The gas pressure is set at build time to match curb weight and expected payload.

The nitrogen gas pressure can be adjusted for sustained load changes. Nimbus uses approximately 400 kg of continuous axle load change as the trigger for reassessment.

Because of the oleo-pneumatic principle, adjusting the pressure automatically recalibrates both the spring support and the damping force in the correct ratio — no separate adjustments needed. This is one of the elegant advantages of the no-clicker design.

Nimbus units are built from aerospace-grade materials:

• 7075 aluminum for structural supports — the same grade used in aircraft structures
• 6082 aluminum for external bodies — chosen for superior heat dissipation
• TiN (Titanium Nitride) over hard chrome on the piston rod
• PTFE-lined self-lubricating spherical bearings
• multi-layer seal stack including NBR, FKM (Viton), PTFE, and TPU

Learn more about the engineering on our technology page.

Nimbus uses a proprietary hydraulic oil formulated on an Ipone base with specialized additives. The standard oil remains fluid to approximately −40 °C. For extreme cold-weather builds, an optional deep-cold variant remains fluid to approximately −61 °C.

The oil formulation is part of the proprietary calibration for each platform. End users should not attempt to change oil type, quantity, or properties. Oil refresh is part of the full service performed by Nimbus or authorized partners.

Every single unit undergoes individual quality validation — no sampling, no batch testing.

The primary test involves pressurizing each unit to 50 bar (approximately 725 psi) and submerging it underwater for 48 hours. This verifies both pressure retention and seal integrity with absolute certainty.

Each unit carries a unique serial number, and all test results are recorded and traceable.

Yes, and this is one of the significant long-term value propositions.

Unlike many conventional shock absorbers that are disposable once worn, Nimbus units are designed to be fully rebuildable. A typical rebuild includes:

• seal refresh
• fluid replacement
• rod inspection
• gas charge verification

During a rebuild, Nimbus may also apply the latest approved internal improvements, meaning your suspension can actually get better over time. These are precision instruments built for decades of service, not consumable parts.

6082 aluminum is chosen specifically for its superior heat dissipation.

During intense off-road use, the suspension cycles rapidly and generates significant heat. If that heat cannot escape efficiently, damping performance degrades — what is commonly called "shock fade." The 6082 body acts as a large heat sink, conducting thermal energy away from the oil.

Structural supports use 7075 aluminum, optimized for maximum strength. This deliberate use of different alloys for different purposes reflects the engineering precision in every Nimbus unit.

Yes. Nimbus mounts at factory points with no permanent modifications to the vehicle chassis required.

Proper installation matters for both performance and warranty: the Schrader valve must be at the top, hardware must be torqued to spec, and a four-wheel alignment should follow installation.

A typical installation requires standard suspension tools:

• hand tools
• impact wrench
• torque wrench (essential)
• jack stands or a vehicle lift
• rubber mallet in some cases for seating spacers

No specialized Nimbus-specific tools are required.

There is a short break-in period of approximately 50 to 200 km. During this time, the seals and bushings settle, and the ride may feel slightly stiffer than it will ultimately.

Do not judge the final ride quality during this period. Complete the initial mandatory re-torque at approximately 160 km after installation.

Nimbus supports 0 to approximately 5 cm (about 2 inches) on most platforms, chosen to preserve driveline geometry, steering behavior, and propshaft angles.

Nimbus is not designed as a lift kit — it is a precision suspension system that works within the vehicle's operating envelope. For the vast majority of owners, going beyond this range does not improve performance for their actual usage.

In certain configurations, yes. This includes builds where the suspension may reach full extension during high-speed jumps, dune work, or when anti-roll bars have been disconnected.

Nimbus units are not designed to work in hyper-extension and support the full weight of the running gear in extension. They can handle it occasionally, but sustained use without straps when needed carries a real risk of damage — and this falls outside warranty coverage.

Each Nimbus unit has a Schrader valve at the top — the same type found on tires — serving as the access point for the nitrogen gas charge. Most owners will never need to touch it, as units come perfectly set from the factory.

The valve must always be oriented at the top during installation to remain accessible and protected. Any pressure adjustment should be performed with the proper tools and procedures.

Regular hardware checks are recommended. A re-torque is generally advised:

• after installation
• then periodically (approximately every 5,000 km)

A four-wheel alignment should be performed once the vehicle is in its final configuration. Keep dated records of each check.

During a visual check, verify:

• mounting hardware and brackets
• spacers and bushings
• rod surface condition (nicks, scratches, contamination)
• oil traces around the shaft or seal area
• limit straps (if installed) for wear

In salt environments, rinse assemblies with fresh water after exposure.

Yes. Nimbus units are designed to be serviced and rebuilt.

A full service can include:

• seal refresh
• hydraulic fluid replacement
• rod inspection
• bearing and wear part replacement
• gas charge verification

Nimbus recommends a full service approximately every three years for vehicles used regularly off road or under heavy loads. Contact us to schedule service.

No. Nimbus spherical bearings use a special PTFE liner and are self-lubricating. Applying external grease can trap debris and interfere with the liner's behavior.

No. The units must never be opened or disassembled.

This would void the warranty, but more importantly, it is an operation that carries serious risk of injury with potentially catastrophic consequences. Never attempt to disassemble a Nimbus unit — contact us if you encounter a problem.

Warranty coverage applies to the original purchaser on the original vehicle the units were made for, with valid proof of purchase from Nimbus or an authorized dealer.

The Nimbus warranty covers:

• Structural components (housing, cylinder, piston, shaft) — lifetime coverage for the original purchaser
• Wear components (seals, bearings, valves, fluid) — 1 year or 25,000 km
• Finishes and coatings — 1 year

Full terms are described in the Nimbus warranty policy.

The warranty applies to the original purchaser and the original vehicle. If units are moved to a different vehicle, coverage is normally void.

Exception: in specific cases where units are moved to the same vehicle model with a different setup, Nimbus can approve a revalve and service path to maintain warranty validity for the original purchaser.

Racing, competition, and rally use are excluded. Commercial fleet use is also excluded unless a separate written agreement exists.

Covered uses include regular driving, overlanding, expedition travel, and recreational off-road use.

The main causes of warranty exclusion are:

• opening or modifying units without authorization
• improper installation
• racing or commercial use without agreement
• failing to maintain the re-torque schedule
• running without required limit straps
• transferring to a different vehicle without approval

The best protection: install properly, follow the torque schedule, and keep records. See the full warranty policy for details.

Standard production lead time is approximately 90 days after the order and payment are both received.

Fast Pass reduces production lead time to approximately 30 days, subject to available capacity. It is not available in all cases.

The Discovery Form is completed through the Nimbus app and captures the information needed to configure your suspension correctly:

• vehicle configuration
• typical load
• intended use
• tires
• existing modifications

Production can begin without it, but cannot be completed until the Discovery Form is fully submitted.

Yes. Nimbus offers custom Cerakote finishes. See Build and Price for available options.

Yes. Custom engraving is available if a vector file or high-resolution image is provided.

Every Nimbus unit is manufactured, assembled, and tested at our facility near Saint-Gaudens (31) in France.

Some highly specialized components (seals, oil, springs, bearings) may come from other EU countries or occasionally from non-EU suppliers.

Each unit is individually tested and inspected before shipping. See our global locations for more details.

Nimbus Suspensions was founded by Pierre-Olivier Carles and Killian Carles.

Neither. Nimbus is a precision suspension system for real-world use on vehicles that carry weight and see varied terrain. It supports 0–5 cm of lift, but the primary purpose is to transform ride quality, reduce driver fatigue, and provide confident control.

The owners who benefit most are overlanders, expedition vehicles, enthusiast daily drivers, and owners replacing aging air suspension systems.

Use the Build and Price tool to check fitment and explore configurations for your vehicle. A Territory Manager will guide you through quote confirmation and ordering.

The team is available for honest, no-pressure conversations. Get in touch whenever you are ready.