Nimbus FAQ

Oleo-pneumatic suspension is a technology that 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. The word itself breaks down into "oleo" (oil) and "pneumatic" (gas under pressure). 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 and shim stacks that meter the flow to control both compression and rebound. This architecture means the unit is soft and compliant over small road imperfections, absorbing the vibrations and chatter that cause driver fatigue, while becoming progressively firmer under larger impacts to prevent harsh bottoming. During operation, the gas and oil naturally form a stable emulsion, and this is by design - it is part of how Nimbus tunes the system for optimal ride behavior across a wide range of conditions.

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 by the metal coil and the damper merely controls the speed of motion. In an oleo-pneumatic system like Nimbus, 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, and exponentially firmer as the unit compresses deeper. A conventional coil spring, by contrast, is essentially linear: it pushes back with the same rate per millimeter of travel regardless of how deep it compresses. This means conventional setups must compromise between comfort and control, while oleo-pneumatic systems adapt naturally through gas physics. Additionally, because the gas pressure directly influences how hard oil is pushed against the valve stack, spring and damping forces stay in ratio automatically - something that is impossible to guarantee with separate spring and damper components.

The history of oleo-pneumatic technology stretches back over a century. In 1908, the first practical application is credited to the French engineer Paul Doumer, who developed oleo-pneumatic shock absorbers for military artillery. This innovation allowed artillery pieces to return smoothly to their firing position after each shot, dramatically increasing accuracy and rate of fire. In 1925, another French engineer, George Messier, had the idea to apply this principle to automobiles, creating what became known as the "springless car." Over 150 vehicles were equipped within the first year. By the 1930s through 1950s, oleo-pneumatic struts became the standard for airplane landing gear - and to this day, every commercial aircraft that lands relies on this technology to absorb the enormous forces of touchdown. In the automotive golden age of the 1950s through 1970s, legendary marques like Citroën, Mercedes-Benz, and Rolls-Royce adopted oleo-pneumatic systems under the guidance of French visionary Paul Magès, demonstrating levels of ride comfort and road-holding that conventional springs simply 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 gives Nimbus its unique ability to manage both the spring and damping functions as a unified system. The nitrogen gas provides progressive spring force - as the unit compresses, the gas volume shrinks and pressure rises, creating support that increases naturally with the demands placed on it. Meanwhile, the hydraulic oil flows through precision-calibrated valves and orifices to control both compression speed and rebound speed. This architecture eliminates the need for a separate external gas reservoir or sphere. The packaging is optimized for high-load vehicles, long suspension travel, and real-world durability. During operation, the gas and oil form a stable emulsion, which is entirely by design and is part of the Nimbus tuning philosophy. This single-body design also 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 (-62°F to +302°F). This is the single official operating range published by Nimbus, and it covers everything from deep arctic cold to sustained desert heat. The aluminum 6082 bodies are specifically chosen for their superior heat dissipation properties, helping manage temperatures during intense off-road use. The proprietary hydraulic oil is formulated to remain fluid across this full temperature spectrum, and the multi-layer seal stack is engineered for durability with strong safety margin beyond the published system rating. Whether you are driving across frozen Scandinavian tundra or grinding through Saharan sand dunes, the system is engineered to maintain consistent performance.

A progressive spring is one whose stiffness increases as it compresses. In Nimbus, the nitrogen gas provides this progressive behavior naturally through the physics of gas compression. The best way to understand this is the syringe analogy: imagine a medical syringe with the tip blocked. At the start, the plunger moves easily - that is your comfort zone, where small road imperfections are absorbed gently. Push deeper and the pressure ramps up rapidly - that is your impact zone, where the suspension resists heavy forces to prevent bottoming out. This progressivity is fundamentally different from a conventional coil spring, which compresses at a fixed, linear rate. A linear spring must be a compromise: too soft and it bottoms out under load, too stiff and it beats you up on small bumps. With a progressive gas spring, you get both - soft compliance where you want it and firm support where you need it. The result is a suspension that keeps the cabin calm on broken pavement, controls body roll during cornering, resists brake dive during hard stops, and absorbs large off-road impacts without harsh bottom-out.

TiN stands for Titanium Nitride, a hard ceramic coating applied as a top layer over the hard chrome base on the piston rod of every current-generation Nimbus unit. Both Erebus and Goliath V2 feature this dual-layer coating system. The hard chrome provides the foundation layer for corrosion resistance and structural integrity, while the TiN layer on top delivers a significantly lower friction coefficient compared to chrome alone. 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 breakaway response, so even the smallest road inputs are absorbed immediately rather than being transmitted into the cabin. TiN also provides superior wear and abrasion resistance, extending the service life of the rod surface and maintaining smooth performance over years of use. If you own a legacy Vibranium or original Goliath unit, those products use hard chrome only on the rod surface 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 oleo-pneumatic architecture, this emulsion behavior is part of the tuning. It contributes to the smooth, progressive feel of the system and is one of the reasons Nimbus can blend comfort with control so effectively. The emulsion is stable under normal operating conditions and does not degrade the performance or longevity of the unit. This behavior has been proven across decades of oleo-pneumatic engineering, from aircraft landing gear to the automotive applications pioneered by Citroën and others.

Nimbus uses dry nitrogen with a purity of 99.9% or better, rather than compressed air, for several important reasons. First, nitrogen is an inert gas - it does not react with the internal metals, seals, or hydraulic oil, which prevents corrosion and oxidation inside the unit over time. Compressed air, by contrast, contains moisture and oxygen, both of which can cause internal corrosion, oil degradation, and unpredictable pressure changes as temperatures fluctuate. The moisture content in the nitrogen charge is kept extremely low, which stabilizes the behavior of the unit across the full operating temperature range of -52°C to +150°C. Nitrogen also provides more consistent and predictable pressure-temperature behavior than air, meaning the suspension response stays reliable whether you are starting a cold morning in the mountains or running hard through desert heat. That said, if you ever need to top up pressure while out in the field and nitrogen is not available, using regular air is entirely acceptable as a temporary measure. It won't damage the system and will keep you going until you can refill with nitrogen.

Erebus and Goliath V2 are the two current-generation Nimbus product lines, each designed for different suspension architectures. Erebus is the standard Nimbus unit for platforms where the damper and spring are separate components. This includes solid axle vehicles like the Land Rover Defender, but also independent front suspension vehicles like the Toyota Land Cruiser 100, where the factory design keeps springs and dampers as distinct parts. A full set of four Erebus units is priced at $5,880 USD. Goliath V2, on the other hand, is the upgraded Nimbus unit for coil-over front suspension platforms - vehicles where the suspension design allows a single unit to replace both the front spring and damper. On these platforms, Goliath V2 replaces the front springs by design, providing the spring function through its nitrogen gas charge. A typical Goliath V2 setup uses two Goliath V2 units on the front axle paired with two Erebus units at the rear, priced at $6,960 USD per vehicle set. Both product lines feature TiN Coating over hard chrome on the piston rod.

We keep the springs whenever possible. On most vehicles, Nimbus works with the vehicle's existing springs, whether OEM or matched aftermarket, because the best result is usually in harmony, not replacement. The spring should assist the Nimbus unit without fighting it, especially on smoother roads where comfort and body control are most noticeable. In rough terrain both components work harder together. Where a different spring is required for optimum behavior, we recommend a better matched setup. On Goliath V2 front applications, Nimbus provides the front spring function by design and front coils are replaced. For the rear axle on Goliath V2 platforms, Erebus units work with rear springs as usual. If you carry sustained heavy loads, the MAX configuration pairs the units with Dobinson springs matched to your vehicle and load profile.

We keep the supported vehicle list on our dedicated Build and Price page so we can keep it accurate and fast for every update. Visit Build and Price for the latest model coverage.

No. The new-generation Land Rover Defender L663 (2020 onward) is not currently covered in the active Nimbus catalog. The classic Defender 90, 110, and 130 models produced between 1990 and 2016 are fully supported with a four Erebus configuration at $5,880 USD per vehicle set. If you own a newer L663 Defender and are interested in Nimbus, you can contact our team to express interest - platform development decisions are influenced by demand and engineering feasibility.

Absolutely. Even though Erebus and Goliath V2 are the current-generation product lines, all Vibranium and original Goliath units previously sold remain fully supported for warranty claims, service work, and ongoing maintenance. The key difference is that legacy products use hard chrome only on the rod surface, whereas current-generation units feature the newer TiN Coating (Titanium Nitride) over hard chrome. 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, but there is no obligation to do so.

Nimbus Custom is the base offering - four Nimbus suspension units configured for your specific vehicle platform. It includes the standard Nimbus bronze and cobalt finish and carries a 90-day production lead time. Nimbus MAX is the complete suspension package. It includes everything in Nimbus Custom, plus Dobinson springs specifically matched to your vehicle and load profile. MAX is particularly recommended for vehicles that carry sustained heavy loads. The spring component is always quoted as its own line item, typically ranging from $400 to $600 USD.

The Toyota Land Cruiser 100 (1998-2007) uses a four Erebus configuration at $5,880 USD. Although the LC100 has independent front suspension (IFS), 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. An important note for LC100 owners: many of these vehicles came with Toyota's Active Height Control (AHC). Nimbus policy requires full removal of AHC before Nimbus 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, priced at $6,960 USD. 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. This combination is particularly effective on the LC200 because the vehicle's high curb weight and nose-heavy stance often cause dive and chop.

In cases where a vehicle has a factory pneumatic or air suspension system - such as the Active Height Control (AHC) on many Land Cruiser 100s - Nimbus policy requires the full removal of the factory system before installation. Retaining a factory air system alongside Nimbus would create conflicting load management behavior. The upside is that you are replacing 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 drivers notice is how much calmer the cabin becomes. Small road imperfections - expansion joints, rough patches, broken pavement - that previously transmitted vibration and harshness into the steering wheel and seats are absorbed early by the progressive gas spring. Brake dive is noticeably reduced, so the vehicle stays more level during hard stops. Body roll through corners is also reduced without the ride becoming stiff or punishing. Many customers describe the feeling as the vehicle becoming "more planted" and "more composed," as if the vehicle gained weight and stability without actually being heavier.

Off road is where the oleo-pneumatic architecture really shows its advantage. On corrugated gravel roads - the kind of washboard surface that punishes conventional shocks - Nimbus manages the rapid, repetitive impacts through calibrated oil flow and valving that dissipate heat and maintain stable damping. On rocky trails, the progressive spring rate means you get more usable suspension travel before bottoming out, because the resistance curve rises exponentially rather than linearly. This means the wheel can follow terrain contours more closely, improving traction. The overall experience is that the vehicle stays composed, the driver stays comfortable, and confidence increases.

No. This is a common concern, but it 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 - it is soft at the top of its 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 appropriately rated coil springs matched to the expected load. The result is stable braking and cornering, 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, not a Lexus LS. The engineering philosophy is to remove the punishment rather than add softness. The ride improvement is real and substantial, but it comes from precision engineering, not from compromising the vehicle's capability.

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. Similarly, body roll through corners is reduced because the same progressive principle applies to lateral weight transfer. Importantly, this improvement comes without the harsh, jarring ride that typically accompanies stiffer conventional springs, because the oleo-pneumatic system remains compliant and absorbent at the top of its stroke where small road inputs happen.

Nimbus units intentionally do not feature external damping adjustment knobs. 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 the possibility of 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. If your sustained load changes significantly - about 400 kg - the gas pressure can be revisited by Nimbus or an authorized partner.

Yes. While internal valving is factory-set, 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. Structural supports use 7075 aluminum - the same grade used in aircraft structures. External bodies are machined from 6082 aluminum, chosen for superior heat dissipation. The piston rod features a dual-layer coating: hard chrome topped with TiN (Titanium Nitride). Spherical bearings use a special PTFE liner and are self-lubricating. Their load ratings are specified in Newton and differ between dynamic and static conditions, with bearing-level values of 112 kN static / 67.5 kN dynamic up to 212 kN static / 127 kN dynamic depending on size. The seal system uses a multi-layer stack including NBR, FKM (Viton), PTFE, and TPU.

Nimbus uses a proprietary hydraulic oil formulated on an Ipone base with specialized additives. The standard oil remains fluid to a pour point around -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 Nimbus 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 Nimbus unit undergoes individual quality validation - no sampling, no batch testing, every unit. 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 to that serial number. If a unit is returned for warranty or service, these build records support failure analysis.

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, and gas charge verification. During a rebuild, Nimbus may also apply the latest approved internal improvements, meaning your suspension can actually get better over time. In specific cases, if units are moved to the same vehicle model but with a very different setup and load profile, Nimbus can perform a revalve in addition to service so the warranty can remain valid for the original purchaser. These are precision instruments built for decades of service, not consumable parts.

Aluminum 6082 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 aluminum body acts as a large heat sink, conducting thermal energy away from the oil. Meanwhile, 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 or with approved adapters. No permanent modifications to the vehicle chassis are required. However, 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 hand tools, an impact wrench, a torque wrench (essential), jack stands or a vehicle lift, and in some cases a rubber mallet for seating spacers. Blue Loctite is used on certain fasteners. 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 100 miles (160 km) after installation.

Nimbus supports 0 to approximately 2 inches (about 5 cm) on most platforms, chosen to preserve driveline geometry, steering behavior, and propshaft angles. Exceeding this introduces cascading geometry changes that can affect handling and accelerate wear. Nimbus is not a lift kit - it is a precision suspension system designed to work within the vehicle's operating envelope.

Limit straps are mandatory whenever overall travel is increased or when the suspension may reach full extension. This includes builds where anti-roll bars have been disconnected or long-travel kits installed. Running without limit straps when needed can damage rods, seals, and internal components - 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. It must always be oriented at the top during installation. Protect it from impacts, and do not adjust nitrogen pressures unless a platform-specific procedure has been published by Nimbus.

The single mandatory requirement is re-torquing all mounting hardware at approximately 100 miles after installation, then every 3,000 miles (5,000 km) thereafter. If a failure is linked to loose fasteners and your maintenance records are missing, warranty coverage can be denied. Keep dated records of each re-torque check.

Check mounting hardware for looseness, brackets for bending, and bushings for deterioration. Inspect the rod surface for nicks, scratches, or contamination. Look for oil traces around the shaft or seal area. Check that spacers are seated properly and limit straps (if installed) show no wear. In salt environments, rinse assemblies with fresh water after exposure.

Nimbus recommends a full service approximately every three years for vehicles used regularly off road or under heavy loads. This is a recommendation, not a mandatory warranty requirement. A full service includes seal refresh, fluid replacement, rod inspection, and gas charge verification. During service, Nimbus may also apply the latest improvements to your units.

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. Bearing load ratings are specified in Newton and depend on dynamic versus static conditions: 112 kN static / 67.5 kN dynamic and up to 212 kN static / 127 kN dynamic depending on the bearing size.

No. The internal valving is precision-calibrated for each platform. Tampering will compromise performance and void your warranty. All internal work must be handled by Nimbus or an authorized service partner using approved procedures.

Knocking or clunking typically means misaligned spacers or loose hardware - recheck torque values. A harsh ride may indicate excess pressure, stiff springs, or the break-in period. Oil at the shaft may indicate rod surface damage or seal wear. A bent rod suggests improper installation or overload. If you observe any of these, reduce to light driving and arrange an inspection.

Warranty coverage applies only to the original purchaser on the original vehicle the Nimbus units were made for, with valid proof of purchase from Nimbus or an authorized dealer. Products purchased used or through unauthorized channels are not covered.

The Nimbus warranty has three tiers. Tier 1 covers structural components (housing, cylinder, piston, shaft) for the lifetime of the original purchaser on the original vehicle. Tier 2 covers wear components (seals, bearings, valves, fluid) for 1 year or 25,000 miles. Tier 3 covers finishes and coatings for 1 year. Cosmetic wear from normal use is not covered.

Warranty applies to the original purchaser and the original vehicle the Nimbus units were made for. 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 materially different setup and load profile, Nimbus can approve a revalve and service path to keep warranty validity for the original purchaser.

Racing, competition, and rally use are excluded from warranty. 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. Nimbus is not a race shock.

Contact Nimbus with your proof of purchase, vehicle details, symptoms, and photos. If the claim is plausible, Nimbus issues a Return Authorization (RA) number. Ship the product with the RA number visible. Nimbus performs inspection and failure analysis. If covered, Nimbus will repair, replace, or refund at its discretion.

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; and purchasing through unauthorized channels. The best protection: install properly, follow the torque schedule, keep records.

Use the Build and Price page for current pricing by vehicle and configuration. Final totals are confirmed on your quote.

Standard production lead time is 90 days. The clock starts only when the order and payment are both received. Lead time covers manufacturing only; shipping and customs are additional. The contractual maximum is 180 days from payment.

Fast Pass reduces production lead time from 90 days to 30 days when available. Availability is capacity-dependent and platform-dependent. Fast Pass accelerates manufacturing only; shipping remains separate.

The Discovery Form is completed later in the process through the Nimbus World app. It captures your vehicle details, usage, load profile, spring and tire setup, and installation plans so engineering can finalize calibration. Production can begin without it, but production cannot be completed until the Discovery Form is fully submitted.

Yes. Custom Cerakote finishes are available. Colors must be finalized within 30 days of order to avoid delays. For available options, see Build and Price.

Yes. Custom engraving is available. You provide artwork in vector or high-resolution format. The Nimbus logo remains on the unit; your engraving is added alongside it. For available options, see Build and Price.

Not generally. Mainland France receives free shipping for complete kits. All other markets are quoted separately in USD on the English site. Kits weigh approximately 18 kg (Erebus) or 29 kg (Goliath V2 + Erebus). Final shipping is recalculated and confirmed on every quote.

Most international markets use DAP terms - Nimbus handles transport, but you pay duties and taxes at delivery. USA: Nimbus US imports and sells domestically (no customs for you). EU: Intra-community, no customs duties. UK: 0% duty under TCA, 20% VAT at border.

Chronopost for domestic France, DHL for international. Tracking information is provided for all shipments. Once shipped, your order status updates automatically in the Nimbus World app.

The customer bears all round-trip shipping costs if delivery is refused or duties are unpaid (unless Nimbus made an error). Your Territory Manager communicates expected customs obligations before you order. If your country requires import licenses, secure those in advance.

Nimbus Suspensions is a family-owned company created by Pierre-Olivier and his son Killian, born from a shared passion for off-road adventure and precision engineering. With roots in Florida and a growing global presence, the company remains grounded in quality, craftsmanship, and community. Every unit is hand-crafted near Toulouse in the South of France - the heart of Europe's aerospace industry.

Every Nimbus unit is hand-built just outside Toulouse, France - the capital of European aerospace and home to Airbus. Each unit is individually assembled, pressure-tested (50 bar, 48 hours submerged), and finished by hand. The facility handles everything from CNC machining to final quality inspection.

Neither. Nimbus is a precision suspension instrument for real-world use on vehicles that carry weight and see varied terrain. It is not designed for lap times or competition. It supports 0-2 inches of lift, but the primary purpose is to transform ride quality, reduce driver fatigue, and provide confident control. The customers who benefit most are overland and expedition owners, enthusiast daily drivers, professional users, and owners leaving aging air systems.

Use the Build and Price tool on the Nimbus website to check fitment and explore configurations. A Territory Manager will guide you through quote confirmation and ordering, and the Discovery Form is completed later in the Nimbus World app. Nimbus sells direct in key markets, including Australia. The team is available for honest, no-pressure conversations - no scripts, no hustle.