Lock Center Differential essentially a transfer case? (1 Viewer)

[SteveP]

So, I was curious that on the 200, when the center differential is locked, would that essentially becomes a transfer case just like the ones in Tacoma for example? If so, what makes the 4WD setup on LX superior? (beside all the electronic gizmo, CRAWL control, etc)

I do recognize that the Tacoma has rear locking differential but the LX has only the limited slip rear.

 

[NYC570]

It doesn't become a transfer case. It is a transfer case with a locking center differential.

It essentially it's backwards. When the Tacoma engages its transfer case, it sort of becomes a locked center differential. This is assuming the Tacoma has a regular transfer case.

 

[Whiskerz]

Does the LX or Land Cruiser have limited slip?

 

[NYC570]

The center differential is a LSD. I believe the front and rear are open differentials.

 

[Whiskerz]

The center differential is a LSD. I believe the front and rear are open differentials.

That is what I thought. The center is I think a Torsen and locking it is your only option.

 

[M1911]

In a part-time 4WD system, you typically have open front and rear diffs and no center diff. When you put it in 4WD, the front and rear driveshafts spin at the same speed (which is why you shouldn’t drive them in dry pavement in 4WD).

The Land Cruiser (and 5th gen 4Runner Limited) have a Torsen limited-slip, lockable center diff. When the center diff is unlocked, the front and rear driveshafts can spin at different speeds. This allows you to drive the LC on dry pavement, around corners, without damaging the driveline. The limited slip feature of the Torsen tries to ensure that power goes to both driveshafts.

When you lock the Torsen center diff, the front and rear driveshafts spin at the same speed, and the system behaves like a part-time system in 4WD.

What makes the LC system superior to a part-time system is that you are in 4WD all the time. When it is raining or snowing, you are always in 4WD, even if the road goes from wet to dry and back again.

 

[Whiskerz]

Any issues with the rear if I add a limited slip or a locker ? Do either affect the crawl control ?

 

[M1911]

Any issues with the rear if I add a limited slip or a locker ? Do either affect the crawl control ?

No. People add locking diffs to the LC all the time. Both ARB and Harrop offer locking diffs for the LC.

Traction control engages when wheelspeed difference is detected. If you lock the rear diff, then both rear wheels are spinning at the same speed and traction control would not engage.

 

[Whiskerz]

No. People add locking diffs to the LC all the time. Both ARB and Harrop offer locking diffs for the LC.

Traction control engages when wheelspeed difference is detected. If you lock the rear diff, then both rear wheels are spinning st the same speed and traction control would not engage.

Crawl control not the traction control. Although I have never been stuck enough to use crawl control. I want to try it

 

[M1911]

It still won’t be a problem. Realistically, though, I see little need for using crawl control if you’ve added locking differentials.

ARB and Harrop have been selling locking diffs for the 200 Series since it was released in 2008. They work. They are expensive.

 

[Whiskerz]

Right now I have neither and have been impressed with how far off road this thing will go and how capable it is. I went on one of the clubhouse adventures and had a great time. I have owned other 4wd stuff. but most of them have not been this comfortable.

 

[SteveP]

In a part-time 4WD system, you typically have open front and rear diffs and no center diff. When you put it in 4WD, the front and rear driveshafts spin at the same speed (which is why you shouldn’t drive them in dry pavement in 4WD).

The Land Cruiser (and 5th gen 4Runner Limited) have a Torsen limited-slip, lockable center diff. When the center diff is unlocked, the front and rear driveshafts can spin at different speeds. This allows you to drive the LC on dry pavement, around corners, without damaging the driveline. The limited slip feature of the Torsen tries to ensure that power goes to both driveshafts.

When you lock the Torsen center diff, the front and rear driveshafts spin st the same speed, and the system behaves like a part-time system in 4WD.

What makes the LC system superior to a part-time system is that you are in 4WD all the time. When it is raining or snowing, you are always in 4WD, even if the road goes from wet to dry and back again.

I guess I was wrong, I thought the LX/LC has LSD on both front/rear differential + open center diff (w/ locking). So the front and rear are open differential, if the truck is on 2 diagonal wheels, it would get stuck? :-O

 

[M1911]

My 2013 LC is basically stock. I’ve got slightly larger K02 tires and rock sliders. I haven’t had any problems at the last two LCDCs in the Colorado mountains (though admittedly I didn’t go on the hardest trails). I’d like locking diffs, but they are quite expensive and I just don’t need them. Personally I would spend that money on bumpers first.

 

[M1911]

I guess I was wrong, I thought the LX/LC has LSD on both front/rear differential + open center diff (w/ locking). So the front and rear are open differential, if the truck is on 2 diagonal wheels, it would get stuck? :-O

The front and rear diffs are open. The center diff is a lockable Torsen limited-slip. The traction control system uses the brakes to try to transfer torque right to left.

 

[Whiskerz]

My 2013 LC is basically stock. I’ve got slightly larger K02 tires and rock sliders. I haven’t had any problems at the last two LCDCs in the Colorado mountains (though admittedly I didn’t go on the hardest trails). I’d like locking diffs, but they are quite expensive and I just don’t need them. Personally I would spend that money on bumpers first.

This is where I am with no sliders. Same slightly larger K02's and away I have went. I want skid plates and sliders and I was thinking a budget Aussie locker in the rear.

 

[coleAK]

My LX is stock other than KO2s. I off road pretty hard. I’ve had a front wheel off the ground and a rear but never both at the same time. I avoid rock climbing whenever possible I’ve never felt like I needed a front or rear locker however I have needed crawl control a few times to bail me out.

 

[M1911]

This is where I am with no sliders. Same slightly larger K02's and away I have went. I want skid plates and sliders and I was thinking a budget Aussie locker in the rear.

Given the installation cost, I suggest either go big or go home. Either spring the $$$ for an ARB or Harrop or don’t bother. A differential is absolutely not something I would want to save money on — if it breaks while off-road, you are well and truly screwed.

I would spend money on protection and a winch before a locker, but that’s just me.

 

[chilibit]

I had triple locked 80. Frankly, outside of hard core rock climbing I would take the 200 just as it is from the factory. It is quite good. Better than quite good. It is down a little on bar stool bragging, but for me I will leave it alone. Which is not to say someone should not do it. Just do your research first. I do wish there was more cooling capacity on the anti-lock braking system used by the crawl control system.

 

[Overland Tailor]

I'm in the same boat. My 80 is 3x Locked and other than the once a month exercising I've never needed them on the trail. Not sure I'd do it in the 200, but its like handguns and parachutes. All good until you need it and don't have it.

Cheers,

J

 

[linuxgod]

Crawl control not the traction control. Although I have never been stuck enough to use crawl control. I want to try it

I haven't been so stuck I've needed it but I did use it on one section in Canyons of the Ancients last summer (which of course looks gnarlier in person).



(-1 for my wife filming in portrait mode, but +2 for her thinking to film it at all, so overall a win)