As already stated they allow more travel before bind but unless you have extended travel shocks they won't allow for anymore travel. I have extended length and the stock CVs are nowhere near CV bind even with the extended droop.
Tacoma Trail Hunter CV Upgrade
- Thread starter ryanbumps
- Start date
I just verified this morning that compared to a stock LC I'm exactly at 3" of lift up front. When I was somewhere between 3" - 3 1/2", I definitely had CV grumble and vibration under acceleration. To note I do have a diff drop. I'd really like to try these CV's out and see if I can get another 1/4" without the vibration, and see if I can get it aligned without aftermarket lower control arms.
Possibly the spline count is different and diameter of the axle shafts themselves which would preclude them from fitting?
The GX550 front diff is not identical:
The TACO/4R/LC all have two different diffs, sort of. The Taco and 4R have a third part number for the gear sets that connect to the axle shafts internal to the diff, not sure on what specifically it relates to however on differences other than those internal gears? But all the final drive ratios are the same on these at 43:12 or 3.583. One has diff is listed as no mark (two no mark diffs in the case of Taco/4R and the other is Marked F. I suspect the F Marked diffs are the non-MTS models as listed under the TACO all the TRD and Trailhunter trims use the no-mark diff, for LC it doesn't denote what is what and entering the VIN doesn't point to one or the other either
The GX550 has a final drive of 43:13 or 3.307 on the diff and has all the same components across its trims.
I tried looking at all the individual parts between LC250/4R/Taco/GX550 to find anything remotely similar in part numbers but the GX stuff just doesn't come close to the TRD axle components as far as snap rings and boot kits which suggest the diameter and therefore spline counts aren't the same.
Sorta weird the confirmed Rzeppa Taco CVs show up in the Toyota diagrams (Toyota EPC) as having an Inner Tri-pod joints, but the Lexus diagrams show the Rzeppa Inners as they actually are.
When comparing double offset joints (DOJ) and tripod joints (TJ), DOJs may carry less torque and are less efficient.
However, DOJ key advantage is that they generate less vibration, because their symmetric six ball in cage design doesn't produce the oscillating axial force that tripod joints generate internally as their rollers slide within straight tracks during articulation. This oscillating force in tripod joints, known as Generated Axial Force (GAF), increases with articulation angle and wear, and is the mechanism behind the characteristic shudder tripods can develop, along with localized wear such as polishing or pitting at the roller trunnion contact. Since DOJs avoid generating this internal force, they're less exposed to this particular fatigue wear pathway, making them less prone to cracking when driven to their limits.
But in practice boot failure remains the dominant cause of failure for both joint types, regardless of design, so check you boot...
I do have uppers and at the 3" of lift with a dealership alignment, all are green.
I meant to type: I think you were talking about UCAs, not LCAs? Could be wrong, but there should be no need to go aftermarket LCAs for anyone, unless your getting them for the slight increase in clearance under the arms that they provide and the rebuild ability (OEM can be rebuilt as well) and for the addition of grease zerk ball joints?
I personally would invest in those or any UCA that has poly bushings installed, just asking for squeaks IME.
I personally would invest in those or any UCA that has poly bushings installed, just asking for squeaks IME.
Oh got it.... I do have uppers, but was just thinking out loud with no research behind anything, that with another 1/4" or so up front, that the camber impact might too much to be corrected and that lowers might help with that, but thinking that out loud now, I'd realistically want a fully adjustable UCA to mitigate that not lowers lol
Well git them installed yesterday, had a helluva time getti
I did have to replace the seals (glad I ordered and got a set). Easy peasy. Only problem I ran into was the upper Tie Rod ball joint wanted to spin when put the nut back on, had to use my Jack underneath, finally got it and torqued. Z
Just installed them last night, had a helluva time getting them free from the diff. Torqued everything, test drove all good for now.
I did have to replace the seals (glad I ordered and got a set). Easy peasy. Only problem I ran into was the upper Tie Rod ball joint wanted to spin when put the nut back on, had to use my Jack underneath, finally got it and torqued. Z
Attachments
The ones on the diff, both sides
Cool, I have those on hand along with the axle nuts and cv dust shields that always come bent on new cvs.
Did you damage the diff seals when you were removing the cvs?
Yes Sir, damaged them during removal
agree, it is the only AWD option available unless you count the 4runner or tacoma Limited trims
The CVs still spin on all the Tacomas, just not under power in 2wd. The GX550 axles also cost ~$650 per axle vs ~$400 per of the Tacoma.
yep, always spinning
The GX is designed for AWD use @ highway speeds
OP
OP
- Thread starter
- #38
Can you confirm the GX CVs will fit the LC250?
Looks like Pierre (@grandsons) has been doing a lot of research on the GX compatibility: LC250 CV joints - Should I consider upgrading
Correct, I've got uppers.
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