Ah. I missed that. Thanks for the correction.
New LC Differentials
- Thread starter Jetboy
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- differentials gearing lc300 new lc
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TheLCProject
SILVER Star
So seeing the 2025+ 4Runner will be auto only, it should be getting the 8.2" diff?
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- #123
"Thank you for your interest. It's the new 8.3" diff. Although it is based on the 8.2, we've customized our new 8.3" differential to a new bolt pattern on the flange so it won't interchange. And just to make sure there's no shenanigans from owners, we've kept the same axle shaft diameter, but we've upgraded it to 31 splines to ensure that parts cannot be interchanged with the 30 spline shafts in any other application. We've also included new technology in our new locking differential that is encrypted and may only be activated by the vin matching ECU handshake with the chip in the front left ABS sensor. We hope you enjoy and fully customize your new 4Runner with our line of factory authorized parts!" - Toyota
Also - yeah, I think you're probably right. Likely all share the same 8.2.
I needed that today. Thanks.
TheLCProject
SILVER Star
Just for you and Mud
Did you find out who the Chief Engineer is for the 4Runner?
According to this article, it’s Ketia Moritsu.
https://www.motor1.com/news/715531/toyota-land-cruiser-off-road-variants/
I was hoping he would be there, unfortunately not. Ohada-son from his engineering team was there and was kind enough to spend a few minutes talking. He's recent to that engineering team. I wish I spoke Japanese to be able to have more technical discussions with him and other TMC folks.
TheLCProject
SILVER Star
Look at us - agreeing on so many things lately! I too wish I could speak Japanese.
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- #132
Just for you and Mud
Are you making a video or writeup on all the axles and diff ratios? Would be great to learn what you've found out. Is there a press embargo on it?
If time allows, I'll work on something. I'm home from that event (this morning), working all daytl/night in the shop to catch-up and then off to a GX550 event and Cruise Moab, then NORRA 1000 in Mexico no rest for the wicked. I don't know when I'd have time for anything too formal. And yes, there is an active embargo on Tacoma HEV specs and drive impressions.
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- #134
Awesome. I'm sure many of us would appreciate some education on the topic. I don't think it's a time sensitive issue. More of just a curiosity. Thanks for asking the questions for the greater LC community!
TheLCProject
SILVER Star
Seems like something right up Kai's (Tinkerer's Adventure) alley.
Maybe consider reaching out and he could possibly produce it all for you: ABOUT US - https://tinkererdesign.com/pages/about-us
Don’t feel too bad. My wife is Japanese and our 4 yr old twins are way more fluent than I ever will be.
We’re actually headed to JP next week, so I’m pretty excited!
Wait, I have been living in a lie ? I thought you were Japanese ! You know, because all the Toyota and stuff....
- Thread starter
- #138
I'm a little confused. Is the larger diff for long term wear or torque capacity?
The hybrid has more torque than the V6, so it seems that the bigger axle would naturally go first to the high torque application. And the highest torque will be expected in low range. I think all AWD models are locked in low range. So, the peak torque should be the same regardless of AWD or part time.
If those assumptions are true, then it seems to point to the bigger rear axle being needed for highway use. And that's not the high torque condition. That would be for cooling and wear when towing.
That all tracks for me until I get to the part where we also know the hybrid doesn't help much towing. Mathematically the battery is simply too small. So the hybrid isn't going to stress the rear axle more than the base 4cy when towing. Only on launch (which is lower torque than 4lo launch).
I can't see there being a material efficiency difference.
What am I missing?
Does Toyota look at the trailer acceleration as the highest load for the rear end? Maybe that's where I'm not understanding it. That hasn't been where I've broken axles. Even in my hd trucks. It's always been off-road. But Toyota has a lot more destructive testing experience and data than I do.
The hybrid has more torque than the V6, so it seems that the bigger axle would naturally go first to the high torque application. And the highest torque will be expected in low range. I think all AWD models are locked in low range. So, the peak torque should be the same regardless of AWD or part time.
If those assumptions are true, then it seems to point to the bigger rear axle being needed for highway use. And that's not the high torque condition. That would be for cooling and wear when towing.
That all tracks for me until I get to the part where we also know the hybrid doesn't help much towing. Mathematically the battery is simply too small. So the hybrid isn't going to stress the rear axle more than the base 4cy when towing. Only on launch (which is lower torque than 4lo launch).
I can't see there being a material efficiency difference.
What am I missing?
Does Toyota look at the trailer acceleration as the highest load for the rear end? Maybe that's where I'm not understanding it. That hasn't been where I've broken axles. Even in my hd trucks. It's always been off-road. But Toyota has a lot more destructive testing experience and data than I do.
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TheLCProject
SILVER Star
I'm not saying this is why we get weird combos of power train, differentials, etc, but I stated this earlier and I think it's a good reminder. The regs for CAFE standards and GHG emissions require very complicated calculations. Here's a sample in layman's terms from a KIA of America Regulatory Compliance Manager position job description:
The Senior Regulatory Compliance Manager is principally responsible for definition and management of Kia’s CAFÉ and GHG compliance strategies, and formulating related recommended product actions (powertrain, volume/mix, distribution) necessary to comply. This includes monitoring fuel economy and emissions regulations and related legislation, and Kia compliance with CAFÉ, GHG, and as needed, ZEV regulations, as well as performing related calculations/analysis.
Define, recommend, and oversee Kia GHG (incl. Tier 4) and CAFÉ compliance strategies, and as needed, ZEV strategies, as it relates to powertrain recommendations (type, mix%, timing) and distribution (region/state).
The Senior Regulatory Compliance Manager is principally responsible for definition and management of Kia’s CAFÉ and GHG compliance strategies, and formulating related recommended product actions (powertrain, volume/mix, distribution) necessary to comply. This includes monitoring fuel economy and emissions regulations and related legislation, and Kia compliance with CAFÉ, GHG, and as needed, ZEV regulations, as well as performing related calculations/analysis.
Define, recommend, and oversee Kia GHG (incl. Tier 4) and CAFÉ compliance strategies, and as needed, ZEV strategies, as it relates to powertrain recommendations (type, mix%, timing) and distribution (region/state).
I finally got around to watching the CCN video on the GX550. It has by far the best undercarriege shots as he has it up on the lift:
In summary, it's waaaay beefier than my 120 is. The front suspension (control arms, knuckles, etc), frame itself, rear suspension, and the differential mounts (totally different than the 120/150 and seems to remove the leverage on the front differential). I can see how this is rated to tow 9,000#. I mean just look at the huge difference in the body mounts, LCAs, and frame cross-section.
Assuming the LC250 shares all parts (other than the 8.2" rear differential), IMO it's still a major upgrade over a 150 and (sans the 8.2, which is the same as a 150 and not a downgrade). I don't think we can claim that this is truly a "light duty" LC at all over a single part. Maybe the 250 won't share everything else - but it seems odd they would not as it's basically the same platform and built on the same assembly line.
Regardless, after watching that video, it appears the GX550 (and likely the LX600) are both just as HD, if not more so than a 200 series.
In summary, it's waaaay beefier than my 120 is. The front suspension (control arms, knuckles, etc), frame itself, rear suspension, and the differential mounts (totally different than the 120/150 and seems to remove the leverage on the front differential). I can see how this is rated to tow 9,000#. I mean just look at the huge difference in the body mounts, LCAs, and frame cross-section.
Assuming the LC250 shares all parts (other than the 8.2" rear differential), IMO it's still a major upgrade over a 150 and (sans the 8.2, which is the same as a 150 and not a downgrade). I don't think we can claim that this is truly a "light duty" LC at all over a single part. Maybe the 250 won't share everything else - but it seems odd they would not as it's basically the same platform and built on the same assembly line.
Regardless, after watching that video, it appears the GX550 (and likely the LX600) are both just as HD, if not more so than a 200 series.
