Drivetrain Strength

adsinclair

adsinclair

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Here's what got me thinking about it: I had my Trail in 4wd due to ice in a sloped parking lot. The lot thawed to dry pavement during the day but I backed out of the parking space with it in 4wd. I know part time 4wd is not meant for dry pavement and understand why wheel slip is needed, I just plain forgot to shift it back into 2wd. As I backed out the transfer case bound up due to the tight turn. Realizing what happened I pulled forward and put it back in 2wd. The next drove it in deep snow and ice offroad without any noises or problems for about 10 miles.

I was a little worried after this happened (being it only has ~500 miles on it) and started doing research on how much binding can hurt the 4Runner. After doing A LOT of reading about the vf2a transfer case, CV joints and diffs, everyone speaks as though they are made of glass.

Does anyone know the weak link and just how much abuse it takes to cause damage to the 4wd system? I can't imaging people in Moab constantly take it in and out of 4wd to negotiate tight turns...
 
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It will take more than just an "ooppss" incident like what you're describing to ruin the transfer case. Now, if you're doing donuts on dry pavement in 4wd, then yeah, you're screwed. But, these TCs are pretty strong.
 
That's what I was expecting, but I've read all ends of the spectrum. Everything from an auto FJ (same TC and very similar) being driven in tight circles by the dealer for a "show" of strength all the way to people saying "OMG! You drove on pavement and did a tight turn! Your 4Runner will break tomorrow (maybe a slight exaggeration)".

There is also quite a few people saying that they've driven dozens of miles on pavement before realizing it was in 4wd. I was also wondering if anyone has actually witnessed failure of components from driveline bind, or if this is being blown out of proportion by people. I absolutely understand what happens on dry pavement and that it's not good, but I can't see how an occasional oops or very short (city block) driving on straight roads -to lube the system in the summer months- would cause any damage at all.
 
I regularly get my 4R up to about 100km and throw it into reverse just to test out the drive train strength. No issues so far.
 
I thought it was a pretty good joke!
Besides, everyone knows to alleviate the binding - just hit the gas.
 
adsinclair said:
I was also wondering if anyone has actually witnessed failure of components from driveline bind, or if this is being blown out of proportion by people.
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I think it is the latter. After all Toyota even recommends driving around in 4WD for 10 miles every month to keep the drive components lubed. Why would they recommend something that would actually cause damage to the vehicle?
 
I agree with this. I did this in my F250 as well. About once every 2 weeks, just as I'm on the entrance ramp to the highway, I'll put it in 4WD HI and then get up to speed for my ride home. Upon getting to the exit ramp and slowing down, I'll shift back to 2WD. It's about a 9 mile ride. I live in Atlanta and don't get to truly engage the 4WD for FUN all to often, so this is how I let the 4WD system stretch it's legs occasionally.

Makes perfect sense to me.


Crapgoose said:
I think it is the latter. After all Toyota even recommends driving around in 4WD for 10 miles every month to keep the drive components lubed. Why would they recommend something that would actually cause damage to the vehicle?
Click to expand...
 
Wait, don't you have a center Diff lock option? I have a 4th gen, so not super familiar with 5th gens.. but, I thought they had the option to lock/unlock the center diff and that by default it was unlocked.

Clicking the 4wd on, with the center diff unlocked, would have 0 impact on your components. Would operate similar to AWD..
 
DC runner said:
Wait, don't you have a center Diff lock option? I have a 4th gen, so not super familiar with 5th gens.. but, I thought they had the option to lock/unlock the center diff and that by default it was unlocked.
Click to expand...
On the 5th gens, only the Limited has a Torsen center diff. The SR5 and Trail Edition have a part-time 4WD system. So when you put a 5th Gen SR5 or Trail Edition in 4WD, it is like locking the center diff on a 4th gen -- not something you want to do on dry pavement unless you are going straight.
 
I'm guessing by the lack of responses of experiencing failure due to weak 4wd components that the transfer case and front diff is pretty stout. I would hope something easy to replace (ie. CV joints, driveshaft u-joint, etc) would fail before a transfer case or front diff nukes.

Just trying to get a feel for weak links on these vehicles...
 
adsinclair said:
I backed out of the parking space with it in 4wd.
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It accelerates wear and increases risk of damage, but that risk remains pretty low. Don't make a habit of it, but don't worry about fulfilling the monthly owners manual requirement -- ignoring that is a bigger risk. If you wish, you can reduce the drivetrain stress of the monthly use by minimizing turning on pavement or finding a dirt road.
 
I would assume that many of the components in our trucks are derived/evolved from previous generations of bulletproof Toyota trucks. We all know Toyota has a solid rep. all over the world. I see no reason Toyota would start from scratch on the 5th gen and decide to start producing crap. I'm I wrong?
 
Unfortunately, a whole host of reasons lead to a company to "fix something that's not broke." Cost cutting, improved fabrication technologies, profit margins, supposedly improved materials, government mandates in safety and fuel efficiency, etc etc.

I like to believe the 5th gen is bullet proof, but I don't assume it is because previous gens were.
 
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