Thanks for posting all of the GX specs.
New LC Differentials (2 Viewers)
- Thread starter Jetboy
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- differentials gearing lc300 new lc
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TheLCProject
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I've compiled some photos, shown below. The LC250 looks a bit more like the Tacoma than it does the LX/Tundra. Need a good
Also, very few decent GX550 rear diff photos out there. Would love to see a clear photo of the back side of the GX550 rear diff. @cruiseroutfit
2024 Land Cruiser 250
2024 Toyota Tacoma TRD OR
2024 Tacoma TRD Bro
Non-TNGA-F 2024 4Runner
2022 Toyota Tundra
2023 Lexus LX600
2024 Lexus GX550 (thanks @NearJetties for the photo)
2022/3 Sequoia Platinum
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Nice photos. That seems to clearly show the BD21 differential on the LC250. I'm curious why some people were thinking otherwise?
If there is indeed a typo in the technical specs, this makes me think it's the BD24 differential in the Tacoma. In which case the logic is simple: I4=BD21, V6=BD24/26.
If there is indeed a typo in the technical specs, this makes me think it's the BD24 differential in the Tacoma. In which case the logic is simple: I4=BD21, V6=BD24/26.
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TheLCProject
SILVER Star
I don't know which is which by just looking at them but @Knowbuddy expressed certainty that the LC250 pre-production unit that has a 9.5" rear diff.
I'd presume he saw it in person at the LCHM, however, the photo I provided above is from that exact vehicle at the LCHM and that rear diff appears to match what is on the TFL Tacoma demo.
Can anyone tell the sizing/differences just by looking at the back?
TheLCProject
SILVER Star
Or there isn't a typo but the US spec sheets will be different and the non-work-truck-trim-Tacomas and LC250 will get the BD24?
My assessment is based on the shape of the diff cover relative to the cross-sections in the tech spec.
It is very possible that some of the pre-production units had different components then actual production will. Its my understanding that diff size and axle shaft sizes (30 vs. 32 spline, etc) may be the different between models as well. It's been a 3-4 months since I dug into that with the powers to be. I'd be happy to ask again. I do recall the Hybrid version Tacoma having larger 'axles' but that could have simply referred to the shafts themselves. 300/600 front splines bumped to 36 spline versus the 32 on the 200/570. I'm curious to see what splines the 250/550 have in production trim.
The revival of 8.2 BD21C are kinda surprising.
I was assuming they would eliminate that and move to 8.75 from 3rd gen Tacoma.
Hopefully they move from motor actuated 8.2 to electromagnetic clutch type. The motor type are really prone to seizing due to water ingestion.
3.3 gearing seems to be reserved for 10AT/3.4TT
3.58 seems to be paired with 8 speed/4 Cylinder.
Looking at J252 rear diff chart it might already include the Hybrid 2.4T. I haven't heard they would offer non hybrid 2.4T. Based on that J250 NA market might use BD24N with 3.58 ratio and smaller front 8.2 front diff.
The lower end BD24 seems to only have 2 Pinion.
This image from LC250 does look a lot like the reinforced 8.2 diff from some Australian and European Prado.
Another screen grab from TFL 24 Tacoma Limited Slip test. It shows the same trussed housing like Australian Prado.
I was assuming they would eliminate that and move to 8.75 from 3rd gen Tacoma.
Hopefully they move from motor actuated 8.2 to electromagnetic clutch type. The motor type are really prone to seizing due to water ingestion.
3.3 gearing seems to be reserved for 10AT/3.4TT
3.58 seems to be paired with 8 speed/4 Cylinder.
Looking at J252 rear diff chart it might already include the Hybrid 2.4T. I haven't heard they would offer non hybrid 2.4T. Based on that J250 NA market might use BD24N with 3.58 ratio and smaller front 8.2 front diff.
The lower end BD24 seems to only have 2 Pinion.
This image from LC250 does look a lot like the reinforced 8.2 diff from some Australian and European Prado.
Another screen grab from TFL 24 Tacoma Limited Slip test. It shows the same trussed housing like Australian Prado.
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My understanding is that the trail hunter T24A hybrid Tacoma gets the BD24xx / 9.5“ rear diff. Not sure if other Tacomas do.
That seems logical given the intended use.
TheLCProject
SILVER Star
Is that on a spec sheet or press release I missed?
Its use on the Tacoma trailhunter hybrid is touted in a number of media reports. Tacoma’s use of BD24xx is listed on the spec sheets that Beno posted upstream in this thread. Its use could owe to its pairing with the hybrid (torque), and/or factory 33s, and/or some other reason(s).
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TheLCProject
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I see. Thanks. I also failed to consider that while the sheets posted by Beno may not reflect US models for the 250, they do reflect the US model Tacoma, GX, And others.
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Screen grab from Lary Chen interview with Sheldon Brown Video during Tacoma Launch in Hawaii. Right about 26 min mark.
Take it with a grain of salts. He said TRD series which mean Sport, Offroad, Pro & Trailhunter.
Yes. That fact may (or may not) bear on Toyota’s choices with regard to the 250 as well, such as its positioning and perceived robustness relative to Tacoma (and 4Runner), its sensitivity to market specific nameplate legacy, or actual robustness given the likelihood of US buyers modifying it, running larger tires (those wheel wells), and imposing exceptional driveline stresses. But, in the alternative, it could also be that engineers determined that, given more even torque distribution with full time 4wd, the smaller diffs are sufficiently robust. We’ll see, and hopefully someday also hear from engineers about these choices in light of the 250’s stated objectives.
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- #56
Learned something new. The new 8.9 front deleted the slide collar differential disconnect in swap for a electromagnet on the spider gear. Same mechanism as the e-locker, but just for the open diff to engage or not.
So... There's no room for an e-locker too. And that's probably why there are no front lockers for the new tundra/Sequoia. That makes sense why they'd use the other design in the Tacoma. Then you can still use an aftermarket locker. If they used the 8.9 then there's no locker option.
The AWD models presumably don't have a disconnect differential. So they could still have a front locker.
So... There's no room for an e-locker too. And that's probably why there are no front lockers for the new tundra/Sequoia. That makes sense why they'd use the other design in the Tacoma. Then you can still use an aftermarket locker. If they used the 8.9 then there's no locker option.
The AWD models presumably don't have a disconnect differential. So they could still have a front locker.
That is interesting. The 8.7” front 300/600 can have a OEM front locker and ARB offers a locker as well.
That is interesting, ARB measures it as an 8.7“.
A 9.5” diff never measures 9.5” so it’s could likely be a difference of measuring standards?
- Thread starter
- #60
Just for clarity - the 8.9 or 8.7 whatever we end up calling it - it looks like it can have a front locker or a differential disconnect, but not both. Or at least not yet because it uses the same engagement mechanism for both options.
If it has the 2wd transfer case option with the diff disconnect on the new diff the engagement system connects the side spider to the axle shaft. Pretty straight forward. But if that's in there then there's no room in the case design to also fit the engagement magnet/cam system for locking the axle shaft to the carrier. In essence it would require two magnet engagement rings, one for 4wd and the second for locking it. I'm pretty sure it's possible to do both either with a 2 position clutch or with one on each side of the carrier. I'm sure someone will figure it out.
