Tarnished name to appease the masses and marketing team.
Broken LC250
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Tarnished name to appease the masses and marketing team.
Shoot. Isn't that known to happen at times with 100 series front diffs too?
LC250 got much weaker front CV and smaller rear axle than higher grade 4runner or even Tacoma.
The product planner really screw this LC250. Like they do not want this to be an off roader.
I really wanted one back on 2024 and got two paid deposit. Glad I did not end up buying it.
I wound rather buy Chinese Tank 300 over this LC250 at this point.
The product planner really screw this LC250. Like they do not want this to be an off roader.
I really wanted one back on 2024 and got two paid deposit. Glad I did not end up buying it.
I wound rather buy Chinese Tank 300 over this LC250 at this point.
Yep, and 200’s as well. This just comes with the territory when you’re wheeling something with an IFS.
This break appears to be ATRAC-related as it the brakes were clamping down right before it failed. Still, that's far from what I would ever consider abuse as the rig was stationary and he was letting ATRAC do it's thing. But, it's another reason the LC250 should have come with a factory front locker 
.
Also, the exhaust note in the LC250 is very unpleasing. I think the 3-cylinder Yanmar diesel in my tractor sounds significantly better than that 2.4 turbo.
.Also, the exhaust note in the LC250 is very unpleasing. I think the 3-cylinder Yanmar diesel in my tractor sounds significantly better than that 2.4 turbo.
Knock on wood but my 19-year old OEM CVs are still going fine at 206K, albeit they have been rebooted many times. They've been used in many similar situations like that (ATRAC'ing up a hill) and have not broken, although it's certainly always in the back of my mind when wheeling.
I'm curious on of the LC250 CV is weaker than the 5th gen 4Runner/GX460/470 CVs, or if they are just undersized relative to hybrid torque. Toyota certainly ought to know how to make good CVs. The ought to know how to make good engines too, but it seems like that has been forgotten.
C'mon...not in a small hill incline with puny 32,5 tires and about 30k miles on the truck. Guys buying this truck can live in denial as much as they want, but Toyota made a clear choice with this Prado 250 - compete with Bronco sport and Honda Passport. They have been pretty successful so far in terms of sales. If you want offroad the Prado, just buy a GX550 - which is the closest you can get to the real Land Cruiser 300 i.e. 700H OT in the US.
Doesn’t the GX550 have the exact same front suspension as a LC250? Axles and all?
Bronco Sport and Passport? Seriously? This whole “real Land Cruiser” trope is so convoluted. For example, your 310 (code for LX) may have the beef but it’s also the most complex Land Cruiser ever built. I’m not dunking on the LX, in fact I like a lot about them but what defines a “real Land Cruiser”? That’s open to interpretation.
From the little bit of reading around I’ve done on comparisons of 150 to 250 the latter is equal to or better than its predecessor. Could it have gotten the same CV’s and rear axle as the GX 500 and Hybrid Tacoma/4R? Sure, in fact I say it should have but apart from that I can’t find much to complain about. Small gas tank? Yea, but that’s a problem on all the TNGA-F stuff. It’s certainly a better and vastly more capable vehicle than Bronco Sport or a Passport.
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The "Real LC" crowd is usually very clear that the lowly Prado 120/150 and Lexus GX460/470 are NOT "real Land Cruisers"
.My beef with the LC250 is that it's just too heavy (curb weights of 5,639# per Car and Driver) for a 4-cylinder vehicle that's not a turbodiesel. That's only 400# less than a F250 crew-cab with a gas V8, only the F250 is much larger and has drivetrain components that dwarf the LC250.
If a LC 250 really does weigh 5,600# stock, it would not be hard to have one pushing 7,000# with people, gear, and some minor off-road mods. IMO would make a lot more sense at ~4,900# or so (basically same weight as a 120/150/previous gen 4Runner).
Seems like all modern cars and trucks are overweight now between the tech and larger dimensions. My “mid size” Tacoma weighs 4,600 lbs.The "Real LC" crowd is usually very clear that the lowly Prado 120/150 and Lexus GX460/470 are NOT "real Land Cruisers"
My beef with the LC250 is that it's just too heavy (curb weights of 5,639# per Car and Driver) for a 4-cylinder vehicle that's not a turbodiesel. That's only 400# less than a F250 crew-cab with a gas V8, only the F250 is much larger and has drivetrain components that dwarf the LC250.
If a LC 250 really does weigh 5,600# stock, it would not be hard to have one pushing 7,000# with people, gear, and some minor off-road mods. IMO would make a lot more sense at ~4,900# or so (basically same weight as a 120/150/previous gen 4Runner).
OK. Passport might have been too far
.My point is that, like Honda, Toyota (to a lesser extent so far) is appealing to the "off-road" looks and leaving the actual off-road chops way behind. The buzzier 4 banger also helps very little. That did not happen with the 300 series at all. 100% agree it is more complex than the 200 - as the 200 is more complex than the 100 and so on, but I feel it every bit as solid as my old 200, honestly even more.
IMO, you could not say the same about the 250 when compared to the 150 - If you enter in a GX460 and then immediately jump into a Prado 250, you will feel so underwhelmed with the amount of cheap hard plastics and poor NVH that it is embarrassing.
Again, I understand Toyota wanted to sell cars, and they are being very successful with the 250 numbers. My real beef with the Prado 250 is Toyota trashing the LC name as calling it the "new LC", but it has a whole lot of other problems when compared to the 150.
It is confusing, but I think the GX has upgraded components.
Yep, the name of the game is to sell as many as possible, and toyota knows that 99% of them will never see dirt
so why go above and beyond?
the derps will say 'the 200 failed in the USA.....see how many more 250s they sold?!' to try and say the 250 is better
so why go above and beyond?
the derps will say 'the 200 failed in the USA.....see how many more 250s they sold?!' to try and say the 250 is better
what in gods holy name are you blathering about....
very know topic amongst the LC community 100 Series Dif Kaboom
The "have nots" who are commenting on this thread dont realise is...The LC 250 has a tripod style CV axle where the GX-Taco 4runner have a Rzappa style CV
The tripod CV axle does not seize after it breaks meaning you can drive it off the trail with the use of your CLD As (Ryan did in the video). Rzappa style your stranded on the trail until towed or fixed.
Tripod easier to service and replace with less articulation.
Tacoma TRD Pro has more flexibility but not stronger
Oh in that case Tripod is overall stronger no?
I’d want Tripod over a Rzappa joint…
Anyway I think 100s and 200s have rzappas no?
Not here to fling 
, but with an honest question as someone with a 300k 100 series and a 250 (so hold on the snark, please and thank you.
We know the front diff situation on the 100, TFL documented that for us recently.
Is this the first recorded "catastrophic" failure for a 250? Seems like he somehow managed to get too much grip, everything was bound solid (software?), and then torque went straight through to the weakest link (saw comments on the video that it could be a half shaft?)
Guys are out there crawling around on 37s in these, so did we see a freak situation?
, but with an honest question as someone with a 300k 100 series and a 250 (so hold on the snark, please and thank you.We know the front diff situation on the 100, TFL documented that for us recently.
Is this the first recorded "catastrophic" failure for a 250? Seems like he somehow managed to get too much grip, everything was bound solid (software?), and then torque went straight through to the weakest link (saw comments on the video that it could be a half shaft?)
Guys are out there crawling around on 37s in these, so did we see a freak situation?