2019 LC

[Chocolate]

The end tip, yeah, but the pipe connecting it looks higher than the large, fat resonator to me.

It is an area of improvement for the current 200 for sure. On the subject, the rear tire sits lower than it needs to on the 200. Can be improved by removing the metal stop and adjusting the metal carrier above the spare higher.

Credit teckis300
Fitting a Big Fat Spare

 

[Taco2Cruiser]

The end tip, yeah, but the pipe connecting it looks higher than the large, fat resonator to me.

View attachment 1823901

I don’t want to be condescending, but if you hit the resonator, you hit the spare tire. So I don’t know why that matters. The resonator is not a real world issue. (We are not talking about modified trucks, that’s a whole different category)

 

[Chocolate]

I agree that it's not a major, real world issue. However, the resonator is the lowest part of the rear left side of the vehicle, and it's an eyesore. I can appreciate some of the high tuck modifications I have seen on here.

 

[Markuson]

The TRD version looks way better than what we get here in US

They do?

Plastic upgrades are about as exciting as when GM took a Suburban...glued some stick-on, pretend fender-flares & started calling Cadillacs those first few years of the Escalade.

I do like the hood/headlight looks of the 16+, but the low hanging plastic stuff on those TRD seems pretty pointless to me.

But to each their own.

 

[Markuson]

I agree that it's not a major, real world issue. However, the resonator is the lowest part of the rear left side of the vehicle, and it's an eyesore. I can appreciate some of the high tuck modifications I have seen on here.

I did a custom “trim” on my resonator...

 

[TeCKis300]

^That thing looks like it has gangrene and needed to be cut off.

In regards to the TRD "upgrades". OEMs are held to different standards than the aftermarket. They can't label things as "off-road use" only. They have to adhere to GVWR and GAWRs, while maintaining payload and crash standards. Most importantly, the vehicle as a package still has to be fully functional and performant without compromises that the typical big tire and armor "mods" will incur.

Yet by the same token, they should give meaningful upgrades to the enthusiast. With some aesthetic touches. For that, the TRD models fit the bill. The stock LC is flacid and leaves a lot to be desired.

A TRD model would be welcome. See what it did for the equally dated Tundra:
2019 Ram Rebel vs Tundra TRD Pro vs Mud: Which Can Tackle the Deepest Wet Earth? - The Fast Lane Truck

 

[Taco2Cruiser]

^That thing looks like it has gangrene and needed to be cut off.

In regards to the TRD "upgrades". OEMs are held to different standards than the aftermarket. They can't label things as "off-road use" only. They have to adhere to GVWR and GAWRs, while maintaining payload and crash standards. Most importantly, the vehicle as a package still has to be fully functional and performant without compromises that the typical big tire and armor "mods" will incur.

Yet by the same token, they should give meaningful upgrades to the enthusiast. With some aesthetic touches. For that, the TRD models fit the bill. The stock LC is flacid and leaves a lot to be desired.

A TRD model would be welcome. See what it did for the equally dated Tundra:
2019 Ram Rebel vs Tundra TRD Pro vs Mud: Which Can Tackle the Deepest Wet Earth? - The Fast Lane Truck

What does the Tundra Pro or this 200 TRD have that makes it more capable?

 

[bloc]

I'll add that the 4runner TRD Pro doesn't have KDSS despite the nicer shocks. One could argue that unless you are doing high-speed desert stuff or get warm in the britches for the TRD pro look, the TRD off-road is likely to be a better rig and for substantially less money.

Not that the 4runner is directly relevant to a discussion on the 200 or tundra.. but it shows where TRD's design priorities are for the Pro line.


Also, while the 200 resonator does hang down, the rubber mounts allow it to push up quite a bit if needed. So it's not quite the rock anchor everyone seems to think it is. The spare tire, however..

 

[TeCKis300]

Probably a rhetorical question, but I'll bite. Suspension is the big differentiator. Something that can be gotten in the aftermarket. But I'll argue that the TRD stuff probably is developed to a higher degree, has more durability, and without as many compromises as most aftermarket stuff.

 

[mcgaskins]

Probably a rhetorical question, but I'll bite. Suspension is the big differentiator. Something that can be gotten in the aftermarket. But I'll argue that the TRD stuff probably is developed to a higher degree, has more durability, and without as many compromises as most aftermarket stuff.

The issue with factory TRD Pro models is they have designed the suspension to a price point where the economics make sense, and it is only a little better than the standard OEM stuff. They're not putting in anything exotic - unlike the ZR2, Raptor, Rubicon, etc. which are truly offering some trick stuff. The TRD Pro doesn't even get a locking rear diff whereas the ZR2 and Rubicons get front and rear locking diffs.

The only important issue to consider with TRD Pro suspension is that it's designed to handle factory weight, maybe a little more, but it's certainly not equipped to handle front/rear bumpers, winch, drawers, fridge, roof rack, and 4 occupants which means you end up having to upgrade the suspension anyways. At least the Tacoma and 4runner TRD Pros (and the TRD Off Road models which is absolutely the sweet spot in the Toyota 4x4 lineup) get the rear locking diff and other good upgrades like skid plates.

After having seen the OEM upgraded suspension first hand on trucks I've owned and modified like the Wrangler Rubicon and TRD Off Road Tacoma, there is absolutely no comparison - the aftermarket stuff is WAY more developed and durable. If you don't believe me, just read this comparison where they put a TRD Off Road Tacoma against a Honda Ridgeline and Nissan Titan in Death Valley, and the Toyota and Nissan kept blowing shocks. TRD stuff is very little substance and lots of show beyond the locking diff and CRAWL/ATRAC.

Death Valley Torture Test: 2017 Honda Ridgeline RTL-E vs. 2016 Toyota Tacoma TRD Off-Road | Edmunds

 

[TeCKis300]

The issue with factory TRD Pro models is they have designed the suspension to a price point where the economics make sense, and it is only a little better than the standard OEM stuff. They're not putting in anything exotic - unlike the ZR2, Raptor, Rubicon, etc. which are truly offering some trick stuff. The TRD Pro doesn't even get a locking rear diff whereas the ZR2 and Rubicons get front and rear locking diffs.

The only important issue to consider with TRD Pro suspension is that it's designed to handle factory weight, maybe a little more, but it's certainly not equipped to handle front/rear bumpers, winch, drawers, fridge, roof rack, and 4 occupants which means you end up having to upgrade the suspension anyways. At least the Tacoma and 4runner TRD Pros (and the TRD Off Road models which is absolutely the sweet spot in the Toyota 4x4 lineup) get the rear locking diff and other good upgrades like skid plates.

After having seen the OEM upgraded suspension first hand on trucks I've owned and modified like the Wrangler Rubicon and TRD Off Road Tacoma, there is absolutely no comparison - the aftermarket stuff is WAY more developed and durable. If you don't believe me, just read this comparison where they put a TRD Off Road Tacoma against a Honda Ridgeline and Nissan Titan in Death Valley, and the Toyota and Nissan kept blowing shocks. TRD stuff is very little substance and lots of show beyond the locking diff and CRAWL/ATRAC.

Death Valley Torture Test: 2017 Honda Ridgeline RTL-E vs. 2016 Toyota Tacoma TRD Off-Road | Edmunds

You're looking through the lens of a hardcore enthusiast. From that perspective, you're spot on. Given that, there's no reason for this type of user to buy a factory performance model. The performance won't meet the type of use. Then they would have paid a premium only to strip the goodies to move onto more hardcore components. In the aftermarket, quality and development run the gammut. For every high end well developed component, there's 10x more barely beta parts out there. Look no further than these boards to find clunking, leaking, no tuning guidance provided with way too much adjust-ability coilovers.

That lens does not represent the whole population.

There's a fair percentage of people who demand OEM fit and finish. That don't run armor, drawers, 35s, etc. They're still enthusiasts, but spectrum runs between that and the hardcore enthusiast. The suspension spectrum likewise has many tailorings from mild to wild. I'll put my money just about every time on the OEM stuff having more durability than aftermarket stuff. Because they actually have requirements for durability and test for that! To your point, anyone can abuse any part enough to the point of failure. Does it mean the TRD stuff sucks? Hardly. But it surely a step up from the base stuff.

Which is what we're talking about here. Toyota sees fit to make a TRD trim in most of their other models, including the Avalon and Camry!%# Land Cruiser...where's the love? I would like to think we're on the same page on that point.

 

[mcgaskins]

You're looking through the lens of a hardcore enthusiast. From that perspective, you're spot on. Given that, there's no reason for this type of user to buy a factory performance model. The performance won't meet the type of use. Then they would have paid a premium only to strip the goodies to move onto more hardcore components. In the aftermarket, quality and development run the gammut. For every high end well developed component, there's 10x more barely beta parts out there. Look no further than these boards to find clunking, leaking, no tuning guidance provided with way too much adjust-ability coilovers.

That lens does not represent the whole population.

There's a fair percentage of people who demand OEM fit and finish. That don't run armor, drawers, 35s, etc. They're still enthusiasts, but spectrum runs between that and the hardcore enthusiast. The suspension spectrum likewise has many tailorings from mild to wild. I'll put my money just about every time on the OEM stuff having more durability than aftermarket stuff. Because they actually have requirements for durability and test for that! To your point, anyone can abuse any part enough to the point of failure. Does it mean the TRD stuff sucks? Hardly. But it surely a step up from the base stuff.

Which is what we're talking about here. Toyota sees fit to make a TRD trim in most of their other models, including the Avalon and Camry!%# Land Cruiser...where's the love? I would like to think we're on the same page on that point.

Let me guess what your opinion is regarding the suspension offerings on the 200 platform - the AHC in the Lexus is already the best option because of how dynamic it is

If that is your stance (and I think it is since your position is well documented on it), I would agree with you. I think the AHC is incredibly advanced and offers more good stuff suspension wise than any TRD optioned Toyota model in history. I have owned 200s with the stock steel suspension, OME heavy/Nitrochargers, BP51s, and the stock AHC, and I've wheeled all of them. I think the TRD version of the 200 suspension already exists in the AHC. It's unbelievably good in all situations and lasts longer than traditional shocks. Honestly my ideal 200 series setup would be a 2016+ Land Cruiser, with the Lexus AHC, and factory locking diff added to the CRAWL/turn assist/etc suite (of course getting the aux gas tank and front winch would be amazing as well - I'm only talking about options already available on US Toyotas). I would pay good money for that truck because you'd need to add little beyond tires to have one of the best all around trucks ever made.