Is this a Torsen limited slip or does this fully lock? The Torsens I am familiar with from Miatas work great on-road but function like an open diff if you lift a wheel. That doesn't really matter on-road but seems less than ideal for off road. I guess this would allow the affects of a Torsen off road and you'd still rely on ATRAC and locked center diff if you hang a rear tire off the dirt.
Factory Torsen REAR differential (1 Viewer)
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bjowett
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It’s a Torsen, no locking. If a tire is hanging, yes the traction control actuates the brake caliper. No torque in, no torque out. However, the torque created by pulsing the brake wakes up the Torsen, which then happily multiplies it over to the wheel on Terra firma. They compliment each other beautifully. That said, I don’t think rock bouncing it is a great idea. Some places demand a locker.
I was looking at Torsens a few months ago as they are quite a bit less expensive than an e-locker, are readily available for the front and rear of a 120 platform, and reportedly handle much better than a e-locker in situations like snow/muddy trails.
Any concerns with running a Torsen in the rear and front of an AWD platform like a GX? I read some conflicting information online of if this was a good or bad idea. I do like the handling of my GX as-is on our twisty roads around here (considering it's a 5,000# vehicle with a high COG) and would not want to negatively affect pavement performance.
Any concerns with running a Torsen in the rear and front of an AWD platform like a GX? I read some conflicting information online of if this was a good or bad idea. I do like the handling of my GX as-is on our twisty roads around here (considering it's a 5,000# vehicle with a high COG) and would not want to negatively affect pavement performance.
Running front and rear torsen would make steering heavy. There is someone in GXOR Facebook page that did it makes steering really heavy.
Combined with selectable locker I the rear it's not bad but using it front and rear on AWD cause it to bind a bit.
Interesting, initially I would think that having LSD mid, front and rear would be great.
I ran detroit truetracs front and rear on my Jeep Liberty CRD. It had the NV241 full-time transfer case, which was an open center differential, so I frequently ran it in full-time mode. There was an increase in steering effort when cornering and on the throttle because the Truetrac/Torsen/Helical style diffs try to equalize the torque and this causes the steering wheel to want to center more aggresively, but it was completely manageable.
And also, the Subaru WRX Sti runs front and rear helical diffs from the factory with full time awd. The Ford Raptor and the F150 Tremor also run torsens in the front diff and both have AWD transfer cases. So its not impossible and even OEM's do it.
I have been mulling this idea over in my head for a long time because I figured the torsen/ATRAC combo would be completely symbiotic and they would make each other more effective. Interesting to see they have the factory torsen.
So has anyone ordered and confimed that this in fact a Torsen for the 8.2"
bjowett
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- #28
Parts diagram says Torque Sensing.
Toyota UK says it’s a Torsen.
mag.toyota.co.uk
Toyota UK says it’s a Torsen.
Land Cruiser off-road capabilities - Toyota UK Magazine
The Land Cruiser V8 has never wanted for much in terms of quality, performance, luxury and unmissable road presence. Now the 2012 model goes even further...
mag.toyota.co.uk
Nitro also makes this for the front but it say only 3.73 and down which seems weird to me. They list the GX460 in the Fitment section.
nitro-gear.com
Nitro Gear & Axle Premium Differential Gear, Axles and Traction Devices
Premium Differential Gear, Axles and Traction Devices
nitro-gear.com
I am curious about how this would improve driving in the snow. I am in a nonz-abs 1991 HDJ81. I would prefer to not always put it in 4x4 when there is just a little bit of snow but the truck will barely move sometimes in 2wd. My thought would be to keep the front locker and run the torsen in the rear. Any thoughts? I owned an Sti that had and LSD in the rear and a front locking diff and it was great.
I had Truetracs(Eatons version of the Torsen) front and rear in my Jeep Liberty. It certainly improved 2wd traction but its not completely bulletproof. If you lose traction on one tire it will send the twist to that tire only. You can overcome that using the parking brake or brake pedal to simulate traction.
r2m
Richard
Just to clarify, your ALWAYS in 4 wheel drive with a GX. Unlike Tacos, and most 4R's, GX's are an ALL wheel drive system, so the only options you have is 4LO and center diff lock, unless like myself, added ARB front and rear lockers.
But being an all-wheel drive vehicle, is probably the very best drive train you can have on snow and ice on roads, except maybe deep snow on trails, then you'd want lockers.
With Multi-Terrain and Crawl Control, some folks say they don't even need lockers. (I may debate that, but that's for another post
)
My Truck is switchable between 2wd and 4wd. It has Manual locking front hubs and a 4H button. It also has front and rear lockers. What I have taken away from the previous comments is that if there are winter conditions I should just run in 4wd. Any extra wear on the driveline is worth the safetyJust to clarify, your ALWAYS in 4 wheel drive with a GX. Unlike Tacos, and most 4R's, GX's are an ALL wheel drive system, so the only options you have is 4LO and center diff lock, unless like myself, added ARB front and rear lockers.
But being an all-wheel drive vehicle, is probably the very best drive train you can have on snow and ice on roads, except maybe deep snow on trails, then you'd want lockers.
With Multi-Terrain and Crawl Control, some folks say they don't even need lockers. (I may debate that, but that's for another post
r2m
Richard
If you do run in 4HI on the road, just be sure you'll most always be on slippery surfaces, like snow and/or ice so the differential difference from left and right turns will allow the tires to do a little skip to catch up.
Mincing words, but to limit confusion; You’re only in 4WD when you lock the center diff. Otherwise it’s a traditional AWD system. They are different. Having both is a great setup.Just to clarify, your ALWAYS in 4 wheel drive with a GX. Unlike Tacos, and most 4R's, GX's are an ALL wheel drive system, so the only options you have is 4LO and center diff lock, unless like myself, added ARB front and rear lockers.
But being an all-wheel drive vehicle, is probably the very best drive train you can have on snow and ice on roads, except maybe deep snow on trails, then you'd want lockers.
With Multi-Terrain and Crawl Control, some folks say they don't even need lockers. (I may debate that, but that's for another post
Another great thing about the GX is you can leave it in AWD and still use low range on the t-case.
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Front and rear diffs are always open unless you have locking front or rear diffs or LSD.
Even with open diffs you still have one front and one rear wheel that will be applying driven force in 4WD. In AWD you can have one of four wheels getting all the power, which makes is safe on dry pavement.
Driving in 4WD on pavement is a great way to mess up tires and potentially break an axle.
Ok, that’s what I alway thought. So do you have a recommendation to add traction and safety in 2wd. I have experienced both no “drive force” (torque) to the road, or snap oversteer.
In what scenario? On what tires? You drive a giant brick, so you can only ask for so much.
I ask because many people run knobby mud tires expecting good traction in situations other than mud. Mud tires are terrible on pavement and in snow, they excel in mud and off road that's about it.
