07-30-2020, 12:15 PM
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#31
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4.56 gears
I have a 2020 trd pro and have regeared it with 4.88's its a little deep for a lot of hwy driving unloaded but I love them I pull a patriot camper with it all the time and live in Utah it was horrible with out the re gear. my 4 runner is stock everything. at 80 mpg Im at 3k rpm do the regear for sure it was a huge improvement I plan in putting 285 tires on it and then it will be perfect
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07-30-2020, 12:30 PM
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#32
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I appreciate the real world response! Sounds like 4.56 on 32's wouldn't be all that terrible at 75mph.
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07-30-2020, 12:33 PM
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#33
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You can play around on this site and the numbers are pretty close to real world.
Gear Ratio Calculator
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07-30-2020, 12:35 PM
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#34
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Quote:
Originally Posted by nicholas.craft
How are you liking the supercharger (probably a dumb question)?
Also, would be curious if someone on here with 4.56 gears could throw on stock tires and give us a 60 and 75mph rpm check? Wonder what the MPG hit would be with 255/75r17 tires. All the questions I have are what makes it hard to pull the trigger on gears even though I think that's all I need. The supercharger I know exactly what I'm getting a d it's easier to rationalize what the feel will be. Basically the same tons and fuel economy I have now with the opportunity to put the peddle down for an extra 80 ponies and torque.
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At 70mph, stock gearing and tire size in 5th gear with torque converter locked, 1988rpm.
70mph 4.56 gears and stock tires size 5th gear tc locked = 2430rpm.
70mph 4.56 gears and 32.8 tire = 2322 rpm
70mph 4.56 gears and 34" tire = 2259 rpm
Where I found it to be an issue is higher speeds and when you drop into 4th gear with 4.56.
80mph stock ratio and tires= 2253
80mph 4.56 and 32.8 tire = 2653
75mph 4th gear all stock = 2776
75mph 4th gear 32.6 tire = 3503
Now - what matters with this in fuel economy is the thermal efficiency at power and rpm.
This is the newer Toyota v6 GR engines. And what's overlaid here is the new atkinson cycle efficiency vs the old one. What's really important is how much the new engine expands the efficiency RPM ranges. But if you look at the older map underneath - it's still the 3.5 that's efficient at higher rpms. So it's still not totally representative. BUT with all those conditions, what you'll see is that the efficiency likely in ours drops off a pretty major efficiency cliff when you get beyond 2300 or so rpms. In our case I think it's really more like 21-2200 rpms is where that decline happens. By 3k rpms it's dropping very fast.
That's why people who are in areas typically driving at 80mph probably see a much greater mpg hit than people who are driving at 65mph most of the time. It's not just the higher wind resistance. It's that the engine is being pushed outside of it's thermal efficiency range.
If we had a good map for the 1GR (I'm not aware of anywhere to find one), then we could probably estimate pretty closely exactly what would happen with any gearing and/or tire combo.
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07-30-2020, 05:25 PM
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#35
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Quote:
Originally Posted by Jetboy
At 70mph, stock gearing and tire size in 5th gear with torque converter locked, 1988rpm.
70mph 4.56 gears and stock tires size 5th gear tc locked = 2430rpm.
70mph 4.56 gears and 32.8 tire = 2322 rpm
70mph 4.56 gears and 34" tire = 2259 rpm
Where I found it to be an issue is higher speeds and when you drop into 4th gear with 4.56.
80mph stock ratio and tires= 2253
80mph 4.56 and 32.8 tire = 2653
75mph 4th gear all stock = 2776
75mph 4th gear 32.6 tire = 3503
Now - what matters with this in fuel economy is the thermal efficiency at power and rpm.
This is the newer Toyota v6 GR engines. And what's overlaid here is the new atkinson cycle efficiency vs the old one. What's really important is how much the new engine expands the efficiency RPM ranges. But if you look at the older map underneath - it's still the 3.5 that's efficient at higher rpms. So it's still not totally representative. BUT with all those conditions, what you'll see is that the efficiency likely in ours drops off a pretty major efficiency cliff when you get beyond 2300 or so rpms. In our case I think it's really more like 21-2200 rpms is where that decline happens. By 3k rpms it's dropping very fast.
That's why people who are in areas typically driving at 80mph probably see a much greater mpg hit than people who are driving at 65mph most of the time. It's not just the higher wind resistance. It's that the engine is being pushed outside of it's thermal efficiency range.
If we had a good map for the 1GR (I'm not aware of anywhere to find one), then we could probably estimate pretty closely exactly what would happen with any gearing and/or tire combo.
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Maybe URD has curves for the 4.0L... they seem to have given up on CARB cert of their in-house supercharger, so maybe they're willing to share more dyno info.
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07-30-2020, 09:56 PM
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#36
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Quote:
Originally Posted by Jetboy
I don't know that I'm keeping my 4Runner a lot longer. But it's still not totally decided yet. I tried 4.56 and took them back out because I didn't like how low my mpg was on the highway. So my logic is that I'll just switch to a GX with the extra overdrive gearing and maybe then go 4.56. For the 4Runner I felt 4.56 was too deep of a gear for a small tire size change and 4.10 would be a better fit. But of course there are no 4.10 gears available....
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Wondering what mpg hit you took on the highway? Did the 4.56 set keep you in 5th all the time?
Seems with the stock gears plus the slightest hill it drops down to 4th....here in the Denver area that means either locking it in 4th or watching the tachometer dance. I can only imagine how much heat is being generated with sometimes 5-6 shifts every minute.
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08-03-2020, 12:24 PM
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#37
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Quote:
Originally Posted by JLTD
Wondering what mpg hit you took on the highway? Did the 4.56 set keep you in 5th all the time?
Seems with the stock gears plus the slightest hill it drops down to 4th....here in the Denver area that means either locking it in 4th or watching the tachometer dance. I can only imagine how much heat is being generated with sometimes 5-6 shifts every minute.
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The 4.56 did not keep me in 5th. I ended up in 4th less often, but still frequently. Towing my small camper I lost around 2-3mpg. I thought it would improve, but the result was around 11-12mpg towing vs 13-15mpg towing with stock gearing. Mostly because 4th gear with 4.56 ends up I think putting the engine too far outside of the efficient rpms range. It's possibly that even lower gears could have been better.
Around town it was probably pretty similar. On the highway empty I probably also lost 2-3mpg. With stock gears and an basically stock empty 4runner with only 33" tires and a 2" ish lift - I can still pretty routinely see 18-19mpg on the dash, so close to 20mpg after adjusting for tire height. With the 4.56 I was more like 16.
I think the engine is not properly tuned for high rpm efficiency, but rather is tuned to run rich and cool. So there's probably a lot of potential to be gained from something like URD's stand alone fuel management system. But is the juice worth the squeeze? Not for me. I'd rather just bump up to a v8.
My main thought was that if I'm going to live with 16mpg - I'd maybe rather have a vehicle with power that would be appropriate for a vehicle that gets 16mpg rather than try to fit a square peg in a round hole (make a 1GR fuel efficient at high rpms).
No question at all that the driving experience was better with 4.56. Everywhere. In town. On the highway. Towing. All more enjoyable in terms of power delivery. Unfortunately the noise and vibrations get worse. If I lived somewhere that didn't require routine 100-200 mile highway segments to camping areas, I'd probably prefer the lower gears. As it is - I spend a lot of time on the highway. This summer so far I'd guess I've towed around 2000 miles. Next week we're doing another long trip from Utah up to the Canadian border and will probably knock out another 1500 or more miles on that trip. I think I'm just trying to do too much with the little engine.
Last edited by Jetboy; 08-03-2020 at 12:37 PM.
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08-03-2020, 01:31 PM
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#38
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Quote:
Originally Posted by Jetboy
For a one-off, it's probably easier just to swap a housing for a 9.5 land cruiser and find an OEM rear e-locker axle with 4.10 gears. Those are pretty easy and cheap to find. For a group buy - maybe it'd be cheap enough to make it worth it. I think wholesale price is typically around $100 for a ring and pinion set, but I'm guessing the minimum order is pretty big if you have to cover the cost of new forging dies or you have to pay a big up front design/tooling fee.
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Will both the front and rear housings swap or would you have to go with the whole package?
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08-03-2020, 02:38 PM
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#39
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Quote:
Originally Posted by Turfboy
Will both the front and rear housings swap or would you have to go with the whole package?
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Just the rear. Front 4.10 ratios are pretty common in Tacoma models. The front differential has 3.73, 3.91, 4.10, 4.30, 4.56, 4.88, and 5.29 ratios available.
It's the rear 8.2 that's the oddball. And it's only in the 150 platform. I believe the only ratios available are 3.73, 3.91, 4.56, and 4.88. I've searched a pretty good sample of various different country options to find a Prado 150 with a 4.10 diff ratio, but have not found one anywhere. Doesn't mean they don't exist, but I can't find a part number for an OEM set and haven't ever seen an aftermarket option.
The Tacoma jumped up to a 8.9" rear diff, the Fortuner and Hilux also have the 8.9" rear diff. Odd that Toyota puts the 8.2 in the heavier larger prado and GX460, but uses the 8.9 in the Fortuner. I assume the next iteration of 4Runner will also share the 8.9" rear diff. The 8.9 has many more ratios available as well. It comes in 3.73, 3.91, 4.10, 4.30 OEM ratios and I think at least 4.56, 4.88, and 5.19 aftermarket ratios.
If you went to a LC 9.5 rear diff, there's almost any option you can think of. Bolt in housings are available from a few places. But you're spending a lot of $ for that gear change. I'm not sure it's worth it. And I don't really know whether that's a better choice than a Dana 60 or Ford 9" rear axle option.
The 8.2 is pretty strong as well, so there's not really a need to go up in size for strength. It's just missing some ratios in the middle.
Last edited by Jetboy; 08-03-2020 at 02:41 PM.
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08-04-2020, 01:52 PM
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#40
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Humm, 3.91 may fill the bill with a URD SC. What is the vendor? Yukon?
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08-04-2020, 02:55 PM
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#41
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Quote:
Originally Posted by Turfboy
Humm, 3.91 may fill the bill with a URD SC. What is the vendor? Yukon?
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Toyota is the vendor.
3.91 is an OEM ratio in the GX460. The front carrier is not the same, so you need to swap the complete diff assembly or re-gear with a 3.91 and up carrier. But you should probably just buy a GX front diff if you're going that way. Front diffs are about $300 complete. Way cheaper than labor to setup and you get an OEM factory build. Rear would require a re-gear setup if you have an e-locker. As far as I know there isn't a 3.91 rear e-locker unless maybe it exists in other markets for the Prado 150. If not an e-locker it should be a bolt in swap in rear also. Rear diffs go for around $650 for a non-elocker gx rear diff. Just ballpark prices I've seen in the past few years.
3.91 is pretty close to 3.73, so I'm not sure it's worth the $. YMMV - literally and figuratively.
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08-05-2020, 03:14 PM
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#42
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Quote:
Originally Posted by Jetboy
Toyota is the vendor.
3.91 is an OEM ratio in the GX460. The front carrier is not the same, so you need to swap the complete diff assembly or re-gear with a 3.91 and up carrier. But you should probably just buy a GX front diff if you're going that way. Front diffs are about $300 complete. Way cheaper than labor to setup and you get an OEM factory build. Rear would require a re-gear setup if you have an e-locker. As far as I know there isn't a 3.91 rear e-locker unless maybe it exists in other markets for the Prado 150. If not an e-locker it should be a bolt in swap in rear also. Rear diffs go for around $650 for a non-elocker gx rear diff. Just ballpark prices I've seen in the past few years.
3.91 is pretty close to 3.73, so I'm not sure it's worth the $. YMMV - literally and figuratively.
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Well that one probably won't happen then I've got an e-locker that I am not willing to give up.
Thank you very much for the insight.
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08-05-2020, 03:30 PM
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#43
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Quote:
Originally Posted by Turfboy
Well that one probably won't happen then I've got an e-locker that I am not willing to give up.
Thank you very much for the insight.
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I believe you could re-gear your e-locker with the 3.91 rear ring and pinion set. You'd have to double check on that. I don't think there's a carrier break in the rear gear range, but I don't know off the top of my head. I think there is an OEM 3.91 elocker from a Prado 150 GXL or something like that you could order from a JDM supplier, but I'd guess it'll be $$.
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08-08-2020, 10:35 AM
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#44
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Looks like Marlin Crawler has a special on 4.11 gears.... Specials | Marlin Crawler, Inc.
Now if I could magically change everything into a Toyota 8" High Pinion third member found in the 80-series Landcruiser. I would be good to go!
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