Some pics from a trade event

[george_tlc]

Older son was at a toyota event for the trade - for companies building after market stuff. Pics are 'cleared' for sharing.

He sent some to me, so posting them up for you guys that are hot to trot to buy one.

cheers,
george.

 

[george_tlc]

More...

 

[george_tlc]

and a few more...

 

[Teebo]

Thanks for posting these

 

[Phillyd2]

I assume the 2nd picture without the front bumper is the GX. If so, WTF are they thinking?

 

[Jetboy]

Thanks for sharing!

The amount of dead space in front of the radiator is kinda mind blowing. Hidden winch mounts should be very easy. Even an 8274 would fit in there. I think there is legitimately room for a useful size frunk if air flow around it could be somehow managed.

 

[Phillyd2]

Thanks for sharing!

The amount of dead space in front of the radiator is kinda mind blowing. Hidden winch mounts should be very easy. Even an 8274 would fit in there. I think there is legitimately room for a useful size frunk if air flow around it could be somehow managed.

For the 250 sure but that doesn't seem the case with the GX

 

[APIOQM]

Nice to see those air dams are easily removed on that 1958.

 

[Jeremy556]

The real front bumper has been removed in those pics above. There should be an aluminum extrusion and brackets hanging out from the frame horns, but yea, still tons of space.

 

[Acrad]

Is there an external AT cooler? I didn't think I saw one.

 

[TWILLY]

What are those of you who are well-versed in Toyota IFS finding noteworthy about what’s shown here?

 

[Jeremy556]

What are those of you who are well-versed in Toyota IFS finding noteworthy about what’s shown here?

Doesn't look dramatically different from 150, except the spindle is now aluminum, the lower shock mount is further outside for a less leverage ratio on the coilover, and rear mounted sway bar with the end links attaching to the LCA instead of the spindle. They also haven't 'fixed' the LCA eccentric adjuster plates, so if you use it hard off road, you'll still need to replace them, or at least weld some reinforcement on them if you want to keep an alignment.
Not sure what the spindle is made out of alloy wise and if forged or cast, but at least it looks a lot bigger in the bendy areas of the old spindles, which were forged steel. Really hope this one doesn't need spindle gussets, as it won't be so easy to just weld some steel plate on to these with your common mig welder and argon/co2

 

[Rednexus]

Tie rod ends, CVs, and UCAs all look beefier. I don't like the front shock mounting compared to a 120/150 as it could easily get whacked by a rock, but the rear is the same and has not been an issue on my rig. The lack of an external trans cooler pointed out by others is concerning - and makes me wonder if one could be added. Given that the new trans has more gears, more power going through it, and more weight to pull, I can see it getting very hot.

 

[APIOQM]

the lower shock mount is further outside for a less leverage ratio on the coilover

I think Tinkerer’s Adventure on YT mentioned that this increases wheel travel which will help with articulation. Also because the upper mount is shorter than the lower, reduced kingpin offset, which improves on-road handling.

 

[Jetboy]

One thing that stands out to me is that the LC250 LCA mount is exposed and single shear. In one sense - it'll be a hell of a lot easier to swap out the coilovers. I think you'll be able to separate the steering TRE and that's it. it'll just fit out the front. Cool. But it's interesting to me that the Tacoma LCA is more robustly designed for trail damage with a boxed mount that protects the lower eye of the coilover.

I don't think the motion ratio (leverage on the arm) is better or worse. It's just different. Any motion ratio can be setup to work as well as any other, it's just a matter of spring rates and shock choices. The one potential positive of the ratio closer to 1:1 is that a smaller shock will probably perform better because it's longer.

The LCA mounting flanges look really thin. Maybe thinner than the outgoing model. But they might also be higher tensile strength steel. Let's hope they've fixed the hardware corrosion issues that have plagued the IFS for the last 40 years.

 

[Jeremy556]

One thing that stands out to me is that the LC250 LCA mount is exposed and single shear. In one sense - it'll be a hell of a lot easier to swap out the coilovers. I think you'll be able to separate the steering TRE and that's it. it'll just fit out the front. Cool. But it's interesting to me that the Tacoma LCA is more robustly designed for trail damage with a boxed mount that protects the lower eye of the coilover.

I don't think the motion ratio (leverage on the arm) is better or worse. It's just different. Any motion ratio can be setup to work as well as any other, it's just a matter of spring rates and shock choices. The one potential positive of the ratio closer to 1:1 is that a smaller shock will probably perform better because it's longer.

The LCA mounting flanges look really thin. Maybe thinner than the outgoing model. But they might also be higher tensile strength steel. Let's hope they've fixed the hardware corrosion issues that have plagued the IFS for the last 40 years.

I question that single shear lower shock bolt as well. Have to hope they considered that, but then again, I have had to replace bent UCA bolts on my 4runner and 2nd gen Taco, many times.

I like the lower leverage as it should mean lower spring rates. I had to spend a ton of money to get a spring compressor that can do 700 in/lb springs with a modicum of safety.

 

[Rednexus]

IT's pretty darn easy to swap a coil over in a 120/150. Maybe 35-45 minutes per side with an electric impact. Double-shear is usually better IMO. I'm sure Toyota used a giant bolt, but it will still be more flexy than a double-shear mount.

 

[Jetboy]

The rear shock has always been a single stud. It's not particularly problematic. It has less static load, but the peak forces are going to be from the shock damping, so it's probably similar in terms of peak force. IIRC a typical 2.5" shock maxes out damping force around 3k lbs. A front coil fully compressed would be in that same range. Hopefully the shock damping is dropping significantly before you are reaching max spring force. Not always the case though.

Anyway - it's probably strong enough. Just not well protected. Looks the same as the LC300 and new Tundra/Sequoia. It's mostly odd to me that the Tacoma is different.

For whatever reason the passenger side of my last 4Runner always seized. I had to cut the through bolt off every time I needed to service the shocks and then replace the reducer spacers. Driver's side always came out easily. I have no theories even as to why one side was always an issue and the other never was a problem.