From: "Norm Needham" To: "80sCOOL" <80_series@sgiblab.sgi.com> Subject: Re: [80] Tyre heights and gearing Date sent: Wed, 17 Nov 1999 18:44:45 +1100 Send reply to: 80_series@sgiblab.sgi.com Hi Anthony, Ian and Paul, There seems to be some confusion/contradictions in this thread. You fellas are talking of 105s and 80s in the same breath. Here's the ducks guts: 1) 80s have 4.11:1 diff ratio. 2) 105s have 4.3:1 diff ratio. 3) Front diffs in both ARE identical but for ratio; crown and pinion interchangeable. 4) Rear diffs are NOT identical; 105 has wider crown wheel and bigger diameter axles. 5) We therefore assume that 105 crown wheel and pinion will NOT fit 80 centre. That rules out 4.3:1 ratio for 80s. 6) Reserved. ;-) 7) Neither are complete "pumpkins" interchangeable, because of bigger side gear splines for bigger 105 axles. That rules out a 105 rear (4.3:1) diff in an 80 without using the whole rear end. Whole rear end swap presents problems with brakes (different) and 5 stud hubs. 8) 4.56:1 (not 4.65) crown wheel and pinion ARE available aftermarket for 80s. 9) 4.88:1 available aftermarket for rear, but ONLY genuine for front. This is because 40s, 60s etc. use same crown wheel and pinion front and rear. These are the same as 80s rear and the aftermarket industry is geared up to service those users (40s, 60s etc.). 10) 4.56:1 and 4.88:1 (to my knowledge) are NOT available for 105 rear. 11) No-one at this stage is making different gears for 80s or 105s transfer. Conclusions: 1) Anthony does not have much choice for his 105. 2) Ian is right, as far as 80s are concerned (especially the bit about "lookin' gooood"). 3) Paul cannot use Anthony's 105 diffs because they won't fit his 80. He can use the front; sure would feel funny though. ;-) Cheers * Norm Needham * * Traction4 / ARB Northside * Sydney, Australia * Trac4@bigpond.com From: "Zeffer" To: <80_series@sgiblab.sgi.com> Subject: Re: [80] Pro's and Con's on LC V-8 Date sent: Mon, 28 Feb 2000 20:13:50 -0000 Organization: Zeffinc-co Send reply to: 80_series@sgiblab.sgi.com > We have a few Europeans (mainly UK'ers) with a HDJ-100/1HD-FTE on the > list....AFAIK, all they have to do is check the vehicle-ID plate > under the hood (bonnet)....one of the 4 sets/groups of data indicates > tranny, with a direct relation to 343 or any other number (also color > and diff ratio). > Any HDJ-100 owners care to take a peek under the hood? > > -- > Bye, > > Willem-Jan Markerink My vehicle has a 442 tranny but AFAIK all UK V8's have the 343. I find it hard to believe that the 442 is stronger, considering the extra power and performance of the V8. I can't remember the relative torque figures but there is not that great a difference, except for the RPM at which it is achieved. Huw Williams Zeffer zeffer[nospam]@totalise.co.uk To reply, remove "[nospam]" '98 100 diesel 1HD-FTE auto Active suspension VX trim Leather etc. From: "George Couyant" To: <80_series@sgiblab.sgi.com> Subject: Re: [80] Pro's and Con's on LC V-8 Date sent: Tue, 29 Feb 2000 08:15:12 +1100 Send reply to: 80_series@sgiblab.sgi.com > My vehicle has a 442 tranny but AFAIK all UK V8's have the 343. > I find it hard to believe that the 442 is stronger, considering the extra > power and performance of the V8. I can't remember the relative torque > figures but there is not that great a difference, except for the RPM at > which it is achieved Both auto boxes have enough capacity to handle what the 1HD-FTE and the 4.7L V8 can throw at them. The 442 however is a much stronger (and bigger, heavier) box. It's come as a bit of surprise to me to see Toyota put the 343 into the 100 Series. The turbo diesels at least get heavier duty internals. Cheers gc '97 HDJ80 - Melbourne Oz To: 80scool_aus@yahoogroups.com From: "extreme_trans" Date: Fri, 13 Feb 2004 11:53:58 -0000 Subject: [80_aus] Re: VEHICLE STARTS TO SHUDDER Reply-To: 80scool_aus@yahoogroups.com --- In 80scool_aus@yahoogroups.com, "speedcarworld" wrote: > I got an E-mail enquiry that you guys might be able to help me out > with. Below is a letter that I received but simply don't believe > that the transmission is the problem here as the only thing that can > cause this is a lock up problem and the landcruisers have a fool > proof system here. It can't come on even if the solenoid is > activated because it has to be is 3rd or 4th before the circuit is > charged. I'm not big on the viscous coupling so I thought I would > share his E-mail with you in the hope that I can answer his question. > > I HAVE A PROBLEM WITH MY LANDCRUISER HDJ 101 ( 4.2. TURBO DIESEL) > 1998 , IN THE U.K. WE CALL THIS THE AMAZON! AND IT HAS THE A442F > GEARBOX. YOU SEE WHEN THE VEHICLE IS SLOWING DOWN TO COME TO A > HALT THE VEHICLE STARTS TO SHUDDER AS SO IT IS IN THE WRONG GEAR > AND IS GOING TO STALL, BUT IT NEVER DOES, IT JUST JUDDERS AS IF IT > WANTS TO GO FORWARD !!! SOMEONE SUGGESTED THE ONLY P[ROBLEM THEY > HAVE EVER HAD WITH THIS BOX IS VISCOUS COUPLING IN THE TRANSFER > BOX, HAVE YOU EVER HEARD OF THIS , AS APPARENTLY THEY START STICKING > AND CAUSE THIS PROBLEM! I AM REALLY OPEN TO IDEAS , AS I HAVE NOT > GOT A CLUE , HAVE YOU EVER CHANGED A VISCOUS COUPLING IN ONE , IF SO > MAY BE YOU COULD FAX ME A BREAKDOWN OF WHAT ONE LOOKS LIKE , OR IF > YOU HAD ENCOUNTERED A SIMILAR PROBLEM IN THE PAST AND WHAT WAS THE > SOLLUTION!! After many hours and a dozen conversations I am confident that we have solved the problem. As you were aware I have been having conversations will many people about the Shuddering problem and then going through there explanations and scrutineering them for fact and we have the answer. On the 100 series A442F 6cly turbo diesel and only the turbo diesel the Torrington bearing at the base of the convertor between the backing plate and the lock up plate was replaced with a ceramic coated trust, the turbo diesel was the only convertor to have this done and as a result the ceramic coated thrust has been wearing heavily into the backing plate cutting off convertor flow which the lock up plate relies on to keep it released. The remedy is to have the transmission removed and the convertor rebuilt replacing the ceramic coated thrust with a Torrington bearing. There has been at least 20 cases of this reported by one of the major Toyota rebuilders in Melbourne and David White has also confirmed this to also be the case in Sydney. Special thanks goes to David White for being the first to bring this to my attention. The rest of the transmission will be fine but I would recommend a service at the same time the transmission is removed. Regards Rodney Hudson-Davies To: 100scool@yahoogroups.com From: "Greg Goulden" Date: Tue, 09 Mar 2004 01:04:00 -0000 Subject: [100scool] 100 series diff ratios (cross post from 80sCool_aus) Reply-To: 100scool@yahoogroups.com --- In 80scool_aus@yahoogroups.com, "bazzle01" wrote: > Has anyone got a list of the ratios for the whole series? > Auto manual, IFS live? > > Many thanks > > Bazzle Bazzle, No "list" as such, but from memory... All live axle models are 4.300:1 HDJ100 up to last update all 4.100:1 (4 speed autos and manuals) HDJ100 5 speed auto 3.900:1 HDJ100 5 speed manual 4.100:1 UZJ100 5 speed auto 4.100:1 UZJ100 5 speed manual 4.300:1 Regards, Greg Goulden 2000 HDJ100