NOTE: I've referenced some of Aseif's posts from the "Convince a Rover Guy" thread in the 100-series section (which you can find here:
https://forum.ih8mud.com/showthread.php?t=30623&page=2&pp=30
because they are definitely relevant in this post):
1. Shotts- I've gotta agree with Aseif in that your posts lose all sense of objectivity when you answer questions like this:
"<<Why did they change from 6 lug to 5 lug? **Who cares?** >>"
Those types are answers are straight-out dodging the questions- you simply refuse to acknowlege or address certain design changes and aspects of the 100 that may indeed by weaker than the 80.
2. And then there's questions like the SF vs. FF axle, which you slyly avoid answering directly because it is, indeed, a weaker design on the 100 in terms of durability, load carrying, and suitability for offroad use:
In response to Aseif's question:
"Why did they change the rear to a semi floater?"
You say simply:
"**Pros and cons to both types.**"
as taken from
http://www.off-roadweb.com/tech/0112or_axle/
"The axleshaft in a semi-floating assembly serves two purposes. First, it attaches to the wheel and is used to support the weight of the vehicle and its cargo. Second, the axleshaft must transmit the rotational torque from the differential out to the wheel.
For a full-floater system, the axleshaft only serves to transmit the rotational torque from the differential out to the wheel. It does not carry the weight of the vehicle like a semi-floater does. On a full floater, a spindle is attached to the outer end of the axlehousing. The hub's cap is attached to this spindle and rides on tapered roller bearings. It is this assembly that carries the vehicle weight. As such, a full-floating axle system is considerably stronger than an equivalently sized semi-floating system.
For those of you who carry heavy loads, this means your axle load capacity is greatly increased with a full-floater. Load ratings for similar vehicles with the two different axles are usually significantly different. If you do hard-core 'wheeling on big tires, a full-floater means that your axleshafts can also handle much more loading than a similar semi-floater could because it now must only handle torque loading.
Further advantages of a full-floater include being able to remove a broken axleshaft, yet still have the ability to keep a functional rolling tire on that corner of the vehicle. This can be done since the wheel actually bolts to the hub that rides on the spindle attached to the axlehousing. If the axle has manual locking hubs, it may be possible to unlock the rear hubs for towing a disabled vehicle on the trail or for flat towing over the road."
So what are some of the pros of the SF axle on the 100 that make it a superior vehicle offroad?
3. You also conveniently chose to ignore dclee's post, in which he said:
"Speaking of bullet-proof, have you been seeing all the posts over on 100sCool about T-bar mounts cracking down in Oz? And Toyota won't honor their warranty if the truck has modified suspension (i.e. your basic 2" OME lift). They've never had these types of problems on their 80s or Nissan Patrol GUs (also, coincidentally, a live front axle truck)."
Your response, please?
4. And, how about this one?
"What happened to the TRD S/C for that motor?"
You say:
"**Who knows and who cares? With my added weight, large tires, the thing still drives like a sports truck and climbs hills easier than other Cruisers WITH superchargers.**"
The Landcruiser's V8 engine could not reliably handle the S/C, that's why it was removed from the market, as evidenced by CDan's non-statement and 97FZJ's post. Why not address the weaknesses instead of very obviously skirting around them?
A tip- if you're really trying to objectively explain the advantages of the 100 over the 80, try responding to the tougher questions instead of either avoiding them completely or giving non-answers. Also, don't be so unwilling to admit the weaker points of the 100- it is a great rig, but I think it has more weak points than you are willing to admit. Just my .02!
