Do 4th gen 4x4's have the same gear ratio for v6 vs v8 ? I think on my v8 they are 3.73's or close to it. (Granted FDR changed a little due to 1" bigger tires.)

im almost positive i JUST read somewhere that the ratio is the same.

the v8 4x4 has 3.73s

my 02 v6 had 4.10s before i changed them to 4.56's when i put the ARB locker in

oh well guess i see a gear upgrade in the distant future

me too but more NEAR future, I would like to smoothen out the shifting a tad and increase PULLLLLLLLLLLLLLLlllllllllllllllllllllllllllllllll ll.........

Have you been on any cool trail rides lately runnerup? Ive been discovering stuff near me on google earth lately with luck.

I've been trying to research this myself to find a definitive answer but haven't been able to find it. Basically what I've been wanting to know is (4th Gen wise):

1) (Since I have a V6) I'm pretty sure the V8 is roughly 3.73 like you guys have stated, and I think the V6 is ~3.91? That's what I think is in there or at least what some of the FJ guys have going on.

2) What axles do we have? I've know that again with the FJ's it can be either 8 or 8.4".

The reason I would like to find out is so that I can plan on doing some gear changing and a limited slip install when I lift and go with bigger tires, and to also know "just because". What gear manuf. are out there for these rigs?

How are you going to get around the Atrac ? Which is controlled by your comp. and not by the differentials. Personally I think your better off with the Atrac than the LSD's. When I can get a four wheels spinning in mud , snow , hills , rocky terrain out of a solid truck , only selectable lockers would be better and thats if you hardcore !!

If you're referring to the limited slip, then what it will do is increase the mechanical threshold at which the traction control will be needed to kick in.

I edited my post when you were typing yours

With the several wheeling trips and bad weather conditions that I've experienced so far since buying it, I don't really care for the loss of traction that is needed before the TC kicks in. I see this as an additional aid to help out in all my conditions. Here's an explanation as to why:

The TC will system to try and duplicate the effects of a mechanical LSD, but the system has flaws. If the TC system senses wheel spin outside a predetermined parameter the system applies the brakes to the spinning wheel, which transfers power to the opposing wheel. If the opposing wheel begins to spin the system pulses the brakes on both wheels, if this does not mitigate the wheel spin the throttle begins to close to limit torque production of the engine. This is a passive, or after the event, approach to limiting wheel spin.

LSD's mechanically couple both drive wheels together. The wheels are always coupled, which doubles the effective contact patch to the road. This increases the threshold at which the wheels will start to spin dramatically. Unlike the OE solution, the wheels may never spin and TC will not intervene, this is an active approach to limiting wheel spin.

Now with an LSD in place, the TC system will only become an additional aid and help to further lock up the rear end in severe traction issues.

So.... back on topic, nobody has definitive answers to the original point of this thread?