Good to know. FWIW, the OEM external cooler on my GX470 was under-sized, and the trans would get quite warm (but not hot) when it was in 3rd gear for sustained periods (as the TCC would not lock below 4th gear). Better than no cooler I suppose, but it appears that most of all Toyota 4x4s are short on trans cooling.
GX460 P2714 P0761 Ultimate Summary and Hope For A Fix Thread
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Acrad
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I’m pretty sure 200 series in US market all had an external cooler looking at parts schematics.
460’s AT will lockup down to 3rd gear
I do not readily recall anyone over the years who stated that AT was serviced with just simple 30k-50k mile drain and fills since vehicle was new and it still failed. (EDIT: Exception..a couple outlier coolant leaks into AT via radiator)
That data probably won’t be known for many more years as AT cooler awareness on 460 has only been the last 5-6 years and many more are servicing now and adding coolers.
460’s AT will lockup down to 3rd gear
I do not readily recall anyone over the years who stated that AT was serviced with just simple 30k-50k mile drain and fills since vehicle was new and it still failed. (EDIT: Exception..a couple outlier coolant leaks into AT via radiator)
That data probably won’t be known for many more years as AT cooler awareness on 460 has only been the last 5-6 years and many more are servicing now and adding coolers.
That's why I changed trans oil a lot for my 2023 sequoia, maybe too much, first at 20K miles and then 60K miles, next will be 100K miles.
If anybody here has done it, how many accumulator valves did you change after you pulled the valve body? These are the only 4 I can find. But I did not see 4 after I pulled the VB. I only saw 3. One had to be green gooped into place until I got the valve body back in.
Just trading one killer defect for another. 100 series had it's share of "leave you stranded" problems as well. Tranny issues '99-'01, heater T's, ignition pot metal breakage, brake master cylinder......If you want to avoid the A760F, you need to get a 100 series or a GX470.
I’ve been working with ChatGPT all morning for any last fixes I can try before ordering a rebuilt from Lexus. Today I’ll drop in 24 oz of Lucas transmission fix. I’m not optimistic about this but it makes sense as a cheap possibility. Then I’ll order the three accumulator pistons, springs, o rings from Sonnax for heavily worn bores. It seems I’m experiencing 2 failure types at once. And one (slippage when cold) can only repaired with a rebuild. But that’s not a huge issue for me. Time to warm up usually solves that one. I’m trying to sort out the exact piston numbers now. There’s a little confusion between b-1, b-2, B-3
The GX470 has none of those defects
. It does, however, have exhaust manifolds that crack (shared problem with the 100), a dash that turns into a sticky mess, and a weak rear end (though, mine was doing fine at 190K). Fixing all of those shortcomings on mine was expensive and time consuming, much like a GX460 transmission replacement .None of the rigs are perfect, although I'm of course partial to the GX470 for the 2UZ/styling/dimensions. I'd own and drive any of the other 100/150/200 rigs in a heartbeat.
Short of being slightly underpowered and having low quality leather, having driven 60 series, owned several 80 series, now owning a 460, I’d prefer the problems/maintenance/ownership of the 80 series. I’ve only worked on 100’s, never owned/driven. The reason I compare the lx450 to the gx460 instead of comparing the LX450 to the LX470 or 570 and the GX460 to the 4Runner limited is the size, weight, power, towing capacity, and size (int and ext). When the GX460 is running right, it’s an amazing vehicle. But the 80 series can have several systems down or in need of repair and still function very well. But I guess that’s a function of technology and consumer demanded comforts. Longevity wise, the 80 series are going to far outlast a 460 in time and mileage, IMO.The GX470 has none of those defects
None of the rigs are perfect, although I'm of course partial to the GX470 for the 2UZ/styling/dimensions. I'd own and drive any of the other 100/150/200 rigs in a heartbeat.
Pesky heater hoses, chronically overheating, undercooled, underpowered, drive-line vibes when lifted, etc etc...Short of being slightly underpowered and having low quality leather, having driven 60 series, owned several 80 series, now owning a 460, I’d prefer the problems/maintenance/ownership of the 80 series. I’ve only worked on 100’s, never owned/driven. The reason I compare the lx450 to the gx460 instead of comparing the LX450 to the LX470 or 570 and the GX460 to the 4Runner limited is the size, weight, power, towing capacity, and size (int and ext). When the GX460 is running right, it’s an amazing vehicle. But the 80 series can have several systems down or in need of repair and still function very well. But I guess that’s a function of technology and consumer demanded comforts. Longevity wise, the 80 series are going to far outlast a 460 in time and mileage, IMO.
My trucks aren’t lifted, so that’s not a problem I encounter. Overheating issues are the same as gx460 trans issues. It’s owner failure. My LX460 does not come close to overheating. No missing skid plates, complete fan shroud, and a blue clutch. Rear heater hoses were an easy bypass. That’s what I am trying to point out. The 80 series didn’t fall apart with small individual system problems, main systems are rock solid. I don’t know what changed in the engineering or if it’s just trying to squeeze more into the same package.
Did you replace the exhaust manifold gasket?
I know we're getting way off topic, but if you live in the deserts, the 80 series was marginal at best in terms of engine cooling. Well documented, not owner failure. They suffered from poor head gasket design as well (cyl 6 failures) Even with thicker fluid in fan clutch, AC would frequently cut out on freeways during summer afternoons due to exceeding coolant temps. We all have rose-colored glasses when looking at older platforms.
Yes, replace it if you haven't recently. PN i used was 1717338020.
Btw, i put my old trans back in and it took my 8 hours for removal and 17 hours for installation. By myself in my garage. Old transmission works so I dont think anything with the installation of the new transmission went wrong. The reman unit was probably DOA.
Also got 4 new exhaust Gaskets from Rock Auto. 1× FEL-PRO 61892 & 3× ULTRA-POWER 60572
I also put new nuts for some of the exhaust system components. Not absolutely required unless yours are rusty.
If you do rear main seal, I recommend new fly wheel bolts since red loctite is stuck on the threads on the old bolts.
I know you have concerns with the UZ starter location, but overall I really think you'd like a GX470. Especially if you are able to find a good, clean used one. Similar dimensions as an 80 with the power/towing capacity/comfort of a 460. Driving dynamics should be the same as a 460 as the suspension is essentially the same.
FWIW I spent some time driving my FIL's 1999 Cummins 2500 4x4 yesterday. It's a bada$$ old truck (and it sounds amazing) but it made me realize how spoiled I am with my GX in terms of it being easy to drive, comfortable, and quiet. I've never liked the driving dynamics of any SFA vehicle, with only the JK/JL being somewhat tolerable. I'd be unhappy dealing with a 30+ year old SFA vehicle on a regular basis....this Cummins definitely needs a steering box (if not more due to an inordinate amount of steering slop), and probably a number of other things as well.
For those of you who have changed the accumulator valves that live in the case, does this look correct? I cannot find a part number for a second o-ring for each piston and the exploded diagram I found does not show multiple springs in each piston. I know I am missing a second spring for the C1 position.
I just found the part numbers for the other O-rings. ChatGPT is my new mechanic consultant
Exploded diagram of what I’m replacing:
