GX460 vs T4R (2 Viewers)
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That’s the thing, 5th gen 4Runner and GX460 don’t share the same frame P/N.
There is no winning this one. If the frame part number doesn't match, it will be that the shared reverse lamp #921 proves that the 5G 4R is an LC. I haven't yet checked to see if the rear wiper is a match. I probably shouldn't have mentioned that.
Back to the differences...doing the 1GR knock sensor harness replacement sucked far worse than the valley plate FIPG which I had to do on the 1UR.
Installing a roof rack with six mount points is easy on a J150. 5G 4Rs require you to drill four additional holes in the roof and use rivnuts unless you want headliner drama.
My ARB skid set was labeled for Prado 150/FJ Cruiser. Just weird that the mount points didn't match the 4Runner but did the FJ. Maybe the XJ10 has more in common with the J150 in the front frame than does the N280.
2WD 4Runners are nice because there are less grease points and no CV joint BS up front. Always wished they had made a Pre-Runner version. Having to replace the front diff bearing on the 4WD 4Runners after a lift sucked. I think I used bushings from ECGS to correct.
GX460 has approximately 1" less ground clearance because of increased weight and that the stock tires are 30.5". N280 4R tires measured 31.5" or 32" if I remember correctly.
Cabins are something you'd have to experience to believe. Spec sheets make differences seem trivial but they are anything but. If you are taller and have child safety seats behind, you'll wish you had more room.
There are more but I'm headed to bed. Every vehicle has it's good and bad characteristics. Over a million miles in Toyota vehicles, you are bound to see a few.
Installing a roof rack with six mount points is easy on a J150. 5G 4Rs require you to drill four additional holes in the roof and use rivnuts unless you want headliner drama.
My ARB skid set was labeled for Prado 150/FJ Cruiser. Just weird that the mount points didn't match the 4Runner but did the FJ. Maybe the XJ10 has more in common with the J150 in the front frame than does the N280.
2WD 4Runners are nice because there are less grease points and no CV joint BS up front. Always wished they had made a Pre-Runner version. Having to replace the front diff bearing on the 4WD 4Runners after a lift sucked. I think I used bushings from ECGS to correct.
GX460 has approximately 1" less ground clearance because of increased weight and that the stock tires are 30.5". N280 4R tires measured 31.5" or 32" if I remember correctly.
Cabins are something you'd have to experience to believe. Spec sheets make differences seem trivial but they are anything but. If you are taller and have child safety seats behind, you'll wish you had more room.
There are more but I'm headed to bed. Every vehicle has it's good and bad characteristics. Over a million miles in Toyota vehicles, you are bound to see a few.
The GX and J150 GR also don't share the same P/N. The 4Runner w/KDSS doesn't share a frame with the non KDSS version. They're still the same vehicle with minor trim package differences. For the GX there are minor differences in attachment points and the rear crossmember is slightly shorter on the GX.
Just look underneath. The imagination is running wild in this thread.
ARB specs the same skid set for the KDSS 4R and GX460. 5421110. I've never seen them in person - they don't hold up to the rocks and in the west it's mostly rock damage we're trying to mitigate. So, no one I know has them. But I'd assume that ARB and the retailers have sold enough to confirm shared fitment.
Could be...but these were the instructions I have. Doesn't mention GX460 or 4R. I do have to concede that my FJ comment was in error. The below parts list shows that the 120 and FJ share the same front plate. So I guess that is the 5421100 kit.
The ARBs are stronger than stock and bounce off rocks plenty...but they deform often. I take them down once or twice a year and straighten them out. I like that they are lightweight.
I think the ARB design is great for an adventure type vehicle that isn't going to play in the rocks regularly. Formed thin gauge steel is light and pretty strong. Its just not great for repeated localized impacts like rock crawling. I don't add anything that doesn't justify the weight. I'm anti farkle. No cosplay orange fuel tanks on the side of my junk.
I used the OEM steel skid until it was completely raisin'd. Although it isn't super strong - it does its job of protecting the engine very well. It just got destroyed to the point where i couldn't get it to go on and off anymore. I had a custom built skid for the trans and transfer case behind it. After the steel one I used a TRD Pro aluminum. That one is the worst of the group. It literally lasted one single trail ride. It failed in multiple places. The welds cracked on the sides the the center started to collapse. Then I built a custom TRD Pro style one in steel plate. It lasted until i sold the 4Runner. I hated adding the weight, but it needed to be done. [If anyone wants the CAD files shoot me a PM and I'll find them. I basically copied the TRD Pro, but with a different structure to clear the KDSS sway bar. I have a plasma table, but if you don't you could get a cut shop to cut the pattern and weld up yourself.]
Nice part is with this skid - even on my street tires that are only about 33" tall - I still had just under 13" of ground clearance at the skid. With 34" tires I used for offroad trips I had a bit over 13". Rear diff is still only about 11" with 34" tires.
I used the OEM steel skid until it was completely raisin'd. Although it isn't super strong - it does its job of protecting the engine very well. It just got destroyed to the point where i couldn't get it to go on and off anymore. I had a custom built skid for the trans and transfer case behind it. After the steel one I used a TRD Pro aluminum. That one is the worst of the group. It literally lasted one single trail ride. It failed in multiple places. The welds cracked on the sides the the center started to collapse. Then I built a custom TRD Pro style one in steel plate. It lasted until i sold the 4Runner. I hated adding the weight, but it needed to be done. [If anyone wants the CAD files shoot me a PM and I'll find them. I basically copied the TRD Pro, but with a different structure to clear the KDSS sway bar. I have a plasma table, but if you don't you could get a cut shop to cut the pattern and weld up yourself.]
Nice part is with this skid - even on my street tires that are only about 33" tall - I still had just under 13" of ground clearance at the skid. With 34" tires I used for offroad trips I had a bit over 13". Rear diff is still only about 11" with 34" tires.
That is cool.
I ran over an empty coffee cup at the mall and this happened:
There were bends and punctures and all sorts of mess. I replaced with this set and now I can drive straight through leaf piles and not get a scratch.
Has held up pretty good.
Mine were let's say "well used"
The trail sections like this are pretty rough on a 4Runner with smallish tires. There's just no real way to get through without sliding on the rocks. If you look close the front skid is fully lodged on a rock and I'm winching across it. I also have an FJ40 with 40's that's a bit more suited for the harder stuff. But the 4R (and GX) does amazingly well considering it can also cruise at 80 on the highway. The FJ40 means I have to trailer it and everything that goes with it.
The trail sections like this are pretty rough on a 4Runner with smallish tires. There's just no real way to get through without sliding on the rocks. If you look close the front skid is fully lodged on a rock and I'm winching across it. I also have an FJ40 with 40's that's a bit more suited for the harder stuff. But the 4R (and GX) does amazingly well considering it can also cruise at 80 on the highway. The FJ40 means I have to trailer it and everything that goes with it.
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We've got stuff like that a bit NW from here. When I am lucky enough to get out, the most I can justify is to a secluded stream or lake to fish. Towing the camper is the primary use of the GX for me. If I'm going to approach rocks that encounter my inseam, I'll hike or utilize a proper tube framed crawler. No sense in risking body damage to a passenger wagon (or a FJ40) in my opinion.
Cool setup.
The 4R/J150 isn't really the right tool for doing that type of trail on a regular basis. It's just not designed for it. But it always surprised me how capable it was and especially how durable it was with a bit of armor. Right when I bought it I picked up two backup front axles and 8 years later when I sold it I still had them in my shop. The J150 was a giant leap in terms of axle durability from the prior generations. I'm still amazed that it never broke a CV, never bent a drive shaft, never broke a pinion gear.
My FJ40 is still street legal but not that far from a tube frame buggy. It's a trail toy. In today's world it would be hard to start hacking on a classic. But when I bought it in the late 90s - I drove it home for $500. I bought my second one for $800. They just weren't very desirable vehicles back then. Not sure there's an equivalent cheap 4x4 today. Maybe a trashed FJ40 or a 400k mile 4Runner?
I did tow some with the 4R. It's not a great tow vehicle because of the engine. The GX is definitely better for that job. The biggest plus side of it is that the combination is just under 40 feet total, so it fits in the national park campground spots. I had an F250 at the same time, but it was almost 23 feet long just for the truck and that meant the total length was around 50 feet (and was consistent in breaking down regularly as modern diesels tend to be). The combo length eliminates about 90% of national park camp spots in the mountain west. They're mostly 40 foot max and 40 feet is generous. So, I'd leave the diesel truck at home and pull it with the 4Runner anyway.
My FJ40 is still street legal but not that far from a tube frame buggy. It's a trail toy. In today's world it would be hard to start hacking on a classic. But when I bought it in the late 90s - I drove it home for $500. I bought my second one for $800. They just weren't very desirable vehicles back then. Not sure there's an equivalent cheap 4x4 today. Maybe a trashed FJ40 or a 400k mile 4Runner?
I did tow some with the 4R. It's not a great tow vehicle because of the engine. The GX is definitely better for that job. The biggest plus side of it is that the combination is just under 40 feet total, so it fits in the national park campground spots. I had an F250 at the same time, but it was almost 23 feet long just for the truck and that meant the total length was around 50 feet (and was consistent in breaking down regularly as modern diesels tend to be). The combo length eliminates about 90% of national park camp spots in the mountain west. They're mostly 40 foot max and 40 feet is generous. So, I'd leave the diesel truck at home and pull it with the 4Runner anyway.
Respectfully disagree. Land Cruiser Prado 150 / GX is quite literally designed for this stuff. Don't let the posh North American interiors and such disguise this fact. LOL If it survives Africa, Australia and South America I'd say it's pretty tough.
Loved my last 4Runner. Concur on power. If I had it back I'd feel totally comfy driving in gardens like in your pic.
The extra gear in the transmission also makes things nicer. With the GX...I can tow to a location, get stupid with the local Jeep or SxS crowd, maybe/maybe not get stuck and require an assist.
4R tried hard, but on the return from a Florida trip late 2020, the remnants of a hurricane exposed weaknesses of the 4R under load.
The GX, with 5100s, Firestone airbags in rear, Tekonsha brake controller and Andersen WDH has made towing long distances a dream come true.
The cross member for transfer case are at slightly different location between V6 & V8 application. Front and rear driveshaft are not the same length. There is difference on KDSS and non KDSS too.
