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I think that's pretty much it. TBH - even just a non-hybrid LC250 with the TrailHunter 4Runner running gear would be okay even with the 4cyl. But the v6 would be better. The body is much nicer than the 6G 4R. I drove the 4R for a week - not a fan of the new design. Visibility out is awful. LC body is much better.
Hasn’t every LC been hamstrung with a small fuel tank? The larger diff and CV’s would be nice and one would think a relatively easy change to make on the assembly line?
Top range LC can be optioned out to around $72k but a well equipped one is in the mid to upper $60’s and you can actually get discounts on them. $4-$6k I have seen at some dealers.
Using EPA numbers, the LC250 gets around 412 miles of range at 23 mpg with its 17.9 gallon tank. Compare that to the FJ’s 342 miles at 18 mpg with a 19 gallon tank or about 345 miles for the 200 Series. That’s a 20% boost in range even over the smaller lighter FJ Cruiser.
Agreed. I really expected when the LC250 was released that it would have the v6 option and was very surprised that it didn't come with a 9.5" rear axle. Toyota also IMO was pretty misleading when you had all of those press events where the engineers were saying "the tacoma gets the 9.5" rear axle" and then in reality it's one obscure model that's priced so high they'll probably sell less than 100 per year.
I've owned aa MY25 RX 500h and got the RX 350h as a loaner both have the T24 both feel pretty smooth. Obviously the 500h is more peppier and the all wheel steering is noticeably vs the 350h. I think there was a tranny issue on the 500h on previous years but i didn't experience it on mine.Agreed. I really expected when the LC250 was released that it would have the v6 option and was very surprised that it didn't come with a 9.5" rear axle. Toyota also IMO was pretty misleading when you had all of those press events where the engineers were saying "the tacoma gets the 9.5" rear axle" and then in reality it's one obscure model that's priced so high they'll probably sell less than 100 per year.
I need to go drive a T24A RX or TX. Haven't had a chance yet. I wonder if the differences in the engine components makes enough difference that it smooths it out in the passenger car models. It's possible, although i have no idea, that the car version has a different rotating assembly that balances better. Or it could also be just better engine mounts? Or maybe it's just a sorta rough engine all around. I had a 8AR (the 2.0 turbo 4) NX200t loaner for a day about 6-8 years ago. It's been a while, but my recollection is that the engine was buzzy and not very quick. I remember thinking that I would not want that engine in a RX because it would feel overworked a lot vs the V6.
On the flip side - the 2GR feels far more refined in the RX than the nearly identical engine in the Tacoma. It also feels about 50hp more in the RX than the Tacoma despite both having nearly identical curb weights. So, maybe there is some magic that they can apply to isolate the engine in those models.
I'm also struggling to understand how much cost Toyota is really saving by sticking the 8.2" in the LC250. Since so much is shared with the GX550 and they are made on the same assembly line, it seems foolish to have two different differentials instead of just one. Unless, it's just to get that extra 0.1 mpg for CAFE reasonsAgreed. I really expected when the LC250 was released that it would have the v6 option and was very surprised that it didn't come with a 9.5" rear axle. Toyota also IMO was pretty misleading when you had all of those press events where the engineers were saying "the tacoma gets the 9.5" rear axle" and then in reality it's one obscure model that's priced so high they'll probably sell less than 100 per year.
I need to go drive a T24A RX or TX. Haven't had a chance yet. I wonder if the differences in the engine components makes enough difference that it smooths it out in the passenger car models. It's possible, although i have no idea, that the car version has a different rotating assembly that balances better. Or it could also be just better engine mounts? Or maybe it's just a sorta rough engine all around. I had a 8AR (the 2.0 turbo 4) NX200t loaner for a day about 6-8 years ago. It's been a while, but my recollection is that the engine was buzzy and not very quick. I remember thinking that I would not want that engine in a RX because it would feel overworked a lot vs the V6.
On the flip side - the 2GR feels far more refined in the RX than the nearly identical engine in the Tacoma. It also feels about 50hp more in the RX than the Tacoma despite both having nearly identical curb weights. So, maybe there is some magic that they can apply to isolate the engine in those models.
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Toyota's rear axles make little sense. Why did they have an 8, 8.2, 8.9ish (tacoma 8.75), and now there's apparently 2 different 9.5 versions that are not interchangeable. Just put the 9.5 in the midsize stuff, put the 10.5 in the Tundra/Sequoia, and instead of having a bunch of different axles, how about having an option of 2 or 3 ratios?!? Toyota already does a 4.10 ratio 9.5 for the LC250 GR Sport.I'm also struggling to understand how much cost Toyota is really saving by sticking the 8.2" in the LC250. Since so much is shared with the GX550 and they are made on the same assembly line, it seems foolish to have to different differentials instead of just one. Unless, it's just to get that extra 0.1 mpg for CAFE reasons
That being said I'm about to replace the 8" in my GX470 with a built 8.2". The 8" has done perfectly fine for my uses so far and there is a big cost delta between a 8.2" upgrade and a 9.5" upgrade of Dana 60.
2 rear diffs with perhaps 4 available ratios (3.73, 3.91, 4.10, 4.30) would seem to make sense. They'd omit a ton of different production lines and castings in that manner. The 8.2 is such an oddball (only used in the 5th gen 4Runner/150 platform rigs) that you are stuck with OEM Toyota 3.73 or 3.91 gears or aftermarket 4.56 or 4.88 gears. 4.56 is probably too much gear for my application but that's what I'm going with as I know 3.91 is not enough and 4.30 is not an option.
I have about 20k miles on mine and have not managed close to 400 miles a tank yet. I'm a pretty easy going driver. It's probably my #1 complaint (range)
It seems to me that these estimates tend to be overly optimistic. According to the same EPA calculations, my LX 450 has a range of 350 miles on the highway. Counting on this many miles during a road trip would be foolhardy! At least the range is superior to a 60 series. It would be worthwhile to post up a comparison of realistic numbers for each Land Cruiser series over the years. My old FJ40 had a range of 100 miles max!
I believe Ely, Nevada to Tonopah is the longest distance on the USA interstate highway system between fuel stops. 168 miles. That segment is fine with almost any vehicle. It gets pretty dicy if you're pulling a trailer. I barely made it towing my travel trailer in my 5th gen 4R that had more range. Add a head wind and I had to drive 45mph to max my mpg to make it across. At 8mpg it will take 21.2 gallons to make it. The LC250, GX550, and LX will all need to carry gas cans to make it across that stretch with a full size travel trailer.
Limited range is a major annoyance. Currently my GX470 has maybe 275-300 miles of range. Am I going to run out of gas somewhere in the lower 48? Hasn't happened and probably won't. But, when towing etc, it drops to more like 200 miles, and requires frequent fill-ups. I've had other vehicles with ranges around 300 miles and also found them to be far too low for anything other than putting around town. Our Highlander Hybrid has 400-500 miles of range, which is frankly awesome, as we can drive it for weeks without filling it up, or the better part of a day on the highway.
