Transmission R-A60 manual transmission information . Your 6 speed transmissiom (WRITE UP )

Got it in without taking the dash apart, but now cant get the hard line to screw back into the master. Did anyone else have difficulty with this? I have been fighting it for several hours

 

Yep, and I got impatient and put the wrench to it and ruined a brand new MC. You might try bending the line slightly so it lines up perfectly.

 

Ahhhh tried doing that and it still fought me all evening. Total bitch to try and get it going. Hopefully i can have some success tomorrow when i try again

 

If you can get both hands up there, push the line in and tighten with the other.

 

Been trying this with no luck still

 

Keep trying. It needs to be lined up perfect. I actually had a hard time with the line at the firewall.

 

Will do, thank you sir

 

Subd for later

 

Well i never updated my previous post, but i was able to get the stock flare nut back threaded into the master. Took filing/sanding some of the material near the end that was flared out too much from being tightened down previously. Have about 10k miles on the new clutch master cyl, with no problems

 

I have a 2007 6 speed and just started noticing a chirp when the clutch is released in neutral (goes away when clutch is pressed in) do i just need to do the clutch adjustment or drop the tranny and the replace everything according this TSB
T-SB-0365-10 realease bearing, fork support and release cylinder?

 

Hey Robert, when did you start having this problem??

 

This was at about 250k miles in my 4 cylinder 5 spd taco. The original clutch master cyl started leaking in the cab on the drivers side. You shouldnt have to worry about this before 200k imo!

 

Oh no shit!!! Had no idea you had that many miles on that engine

 

Yes sir, about 258k to be exact. it's my daily and then the s/c'd v6 is my weekend cruiser, even though i rarely drive it

 

Nice. I’m excited to see how many you rack up on the 4cyl.
I’m pretty lucky with my daily. Everything is close that I drive to. Got it on 2/25/15 (it’s a 14) with 11,400ish miles. Put the s/c on at 14,700ish. Right now I’m at 43,268

 

As am i! It's started drinking some oil slowly as of late. Been starting researching what it's gonna take to build it for when the time comes. Looks way cheaper to build than the 1GR which is a huge plus

Man that's awesome! i have a 50 mile commute each day so it racks up pretty quick. Got the 4 cyl with 150k on it a few years back. The v6 i bought with 24,500 miles, and it's got about 71,500 now.. Trying my best to keep that one as low as possible for now, but it's so fun to drive

 

If I had even half the commute you have, I woulda done the same thing in getting another car

 

The release bearing is indeed meant to be in constant contact with the pressure plate spring fingers. The problem is caused by not enough preload on the bearing. Without enough preload, there isn't enough force to overcome the internal friction of the grease lubricating the bearing. This causes the bearing to lightly rub or skip against the pressure plate causing the familiar squeaking noise. As soon as you apply force on the release bearing it starts spinning and the squeaking stops. If one were to do a free body diagram of the clutch setup, you'd see that there's no other possible option. I don't know OP meant referring to the release bearing as semi-centrifugal, as far as clutches go that typically refers to weights added to the pressure plate spring fingers to reduce pedal effort. Not sure how it can apply to the bearing or what that would have to do with whether the release bearing is in constant contact with the pressure plate - in any case, the clutch and release bearing on the Tacoma are not semi-centrifugal in any way I can think of that term applying.

The clutch setup used by most Toyotas including the RA60 series is effectively auto-adjusting - this of course means that the clearance between the release bearing and the pressure plate stays "constant" as the friction surface on the clutch disc wears. It may seem obvious, but the easiest clearance to maintain between two items is zero. Anything other than zero gets pretty complicated to maintain even if you only need to consider thermal expansion and clutch wear. Hydraulic systems in general are very simple to design as a more or less auto-adjusting design that maintains zero clearance, and that is what Toyota has done here. (Note there are clutches that are called "self-adjusting," that is not what I am referring to here, there is no adjustment mechanism on the Tacoma).

A spring inside the slave cylinder applies a constant force to the backside of the piston, this force in turn is applied to the push rod in order to maintain contact with the release fork (there is nothing else holding the two together). As the release fork pivots, the force is applied to the release bearing causing it to move forward. It will keep moving forward until one of two things happen, either it makes contact with the pressure plate or the slave cylinder spring stops applying force. The only way for the latter to happen is if the spring were to become fully extended - the free length of the spring is too long and it is compressed during assembly of the slave cylinder. So that leaves the release bearing making contact with the pressure plate. If the correct parts are used and everything is as it should be, the release bearing should be making constant contact with the pressure plate.

Now, let's consider the state of the hydraulic system. Your foot has been off of the pedal the entire time, in fact the free play at the pedal means that there is zero hydraulic pressure acting on the clutch at all. The system is full of brake fluid, and no matter what we do, the volume of the master cylinder and lines leading to the slave cylinder is constant - that is, every time you cycle the clutch pedal you will end up with the same amount of fluid in the master cylinder and the lines, no matter the state of wear it is always the same. It's not a completely sealed system however and fluid can and does move in and out via the reservoir at the master cylinder. All of this is to say that the volume of fluid in the slave cylinder is variable. This variability allows for some manufacturing tolerances in the various mechanical components (flywheel height, clutch disc thickness, pressure plate thickness, bellhousing casting, etc.) without needing any sort of actual adjustment - you'll notice there is entirely no adjustment for any of the clutch components.

So, knowing that there was no clearance between the pressure plate and the release bearing before, what happens as the clutch disc wears? The pressure plate spring fingers move outward towards the release bearing. This isn't a problem though, because as we already established, the fluid volume in the slave cylinder is variable, and the preload spring makes sure that the release bearing stays in contact with the pressure plate. Even though the slave cylinder push rod and piston are pushed further back and there is slightly less fluid in the slave cylinder, the displacement also stays constant. The resting position of everything is a bit further back, but everything will still move forward the same amount it always did when you press the clutch pedal. The only thing that really changes is how compressed the preload spring is inside the slave cylinder - applying a bit more preload on the release bearing.

T-SB-0365-10 addressed multiple issues with the clutch setup on the Tacoma and FJ Cruiser. I feel like over the years not enough people are aware of the changes that were made and may be mixing and matching parts in potentially incompatible (from a noise perspective) parts. Here are the issues being addressed:

1. There are two suppliers Toyota used for the clutch and pressure plate on the Tacoma, LuK and Aisin (All FJ Cruisers left the factory with Aisin clutches).
   • 2005 to 2009 Tacomas left the factory with LuK clutches.
   • Mid-2006 to 2015 Tacomas left the factory with Aisin clutches.
2. Toyota's North American parts distribution network for a time sold LuK clutch setups as replacement parts for both the Tacoma and FJ Cruiser.
   • Toyota now only offers the Aisin clutch setup in North America.
3. The overall height is different between the LuK and Aisin pressure plates (LuK is taller).
   • Release bearings of different overall length were used from the factory in the Tacoma and FJ Cruiser.
   • The release bearings used in 2005 to early-2011 Tacomas were all the length intended for use with LuK clutches.
   • The release bearings used in all FJ Cruisers are the length intended for use with Aisin clutches.
4. Because both types of clutch were used in the factory (Tacoma) or for replacement (Tacoma and FJ Cruiser), it was impossible to know which vehicles had which type of clutch and it was very likely that a large number of 2006-2011 Tacomas (all 2010 model year) had a potentially incorrect release bearing installed.
5. Even if the correct components are installed, there were still cases where the release bearing made noise.

The issues were addressed as a running change at the factories in September-October 2010. Tacomas and FJ Cruisers made after October 2010 have the updated components. Those components include:

1. The type of pressure plate was inspected to ensure that the correct release bearing is used. The bearing was also updated to help reduce noise.
   • LuK pressure plate uses the shorter release bearing part number 31230-60231.
   • Aisin pressure plate uses the taller release bearing part number 31230-60241.
2. The release fork pivot was redesigned for a tighter fit to reduce vibrations.
   • Updated part number 31236-35050.
3. The slave cylinder spring was updated to a stiffer spring to provide increased release bearing preload.
   • Tacoma updated part number 31470-35181 (alternatively the revised internal components can be ordered, part number 04313-34011)
   • FJ Cruiser updated part number 31470-60361 (alternatively the revised internal components can be ordered, part number 04313-60182)

Excessive preload on the release bearing presents its own problems, including clutch slipping and excessive wear on the various components. In order to ensure that only the desired forces act on the clutch system when not in use, Toyota ensures that no additional hydraulic forces act on the clutch system by specifying an amount of freeplay at the clutch pedal. You need enough freeplay that there is no preload on the master cylinder while ensuring the available stroke fully releases the clutch all while attempting to not make things annoying for the driver. This adjustment is given in the service manual and is relatively easy to adjust. Assuming a freeplay of zero or greater, adjusting freeplay will make no changes to the clutch itself at all, it's simply not possible. If you have preload on the master cylinder at the pedal, you should immediately adjust it to ensure you have some freeplay.

My question for companies offering the steel sleeve and modified bearing: which bearing is being used, the longer or the shorter one?

T-SB-0112-19 addressed issues with the Tacoma's clutch pedal itself and squeaking noise. Toyota made multiple attempts at resolving this problem and it has continued all the way into 2019 production. There are now 5 revisions to the master cylinder and 5 revisions to the pedal, with at least 3 revisions of clevis used. Production changed to the newest style used in the latest revision to the TSB for 2019 models starting May, 2019. All 2005-2020 Tacomas use the same pedal and master cylinder arrangement, and so early production trucks are still getting "fixed" by that virtue. The TSB is not very specific about what is or isn't needed for each truck based on running production changes - they just do all the pieces for all trucks, here's a breakdown for what is needed to update to the latest design:

2005-2014 Tacoma without T-SB-0186-12

• 31420-60032 - Master Cylinder
• 31434-60010 - Suction Hose
• 31311-04021 - Clutch Pedal
• 90389-06055 - Return Spring Pedal Bushing

2005-2014 Tacoma with up to T-SB-0186-12 (without revision) or 2015-2017 Tacoma (up to January 2017 production) without T-SB-0186-12 Rev. 1

• 31420-60032 - Master Cylinder
• 31311-04021 - Clutch Pedal
• 90389-06055 - Return Spring Pedal Bushing

2005-2017 Tacoma with T-SB-0186-12 Rev. 1 or 2017-2019 Tacoma (up to May 2019 production)

• 31311-04021 - Clutch Pedal
• 90389-06055 - Return Spring Pedal Bushing

In regards to the transmission itself, there were a number of revisions along the way, and there are a number of variants that were used in a few different cars globally. Most people know it is an Aisin AY6, and it was used primarily by Toyota and GM in various cars and trucks.

2005-2015 Tacoma V6's used either the RA60 (RWD) or RA60F (4WD). They're similar however have different output shafts and rear case/extension housings (the RA60 has a separate extension housing while the RA60F uses an integrated case and transfer adapter allowing the transfer case to bolt directly onto the transmission). There are three production ranges for complete transmission assemblies, all numbers supersede to the latest revision.

2005 (up to June 2005 production):

• 33030-35A00 - RA60 (GRN225, X-Runner)
• 33030-35A10 - RA60 (GRN265, Pre-Runner)
• 33030-35A20 - RA60F (GRN245, 4WD)

2005 (from June 2005 production) to 2007:

• 33030-35A01 - RA60 (GRN225, X-Runner)
• 33030-35A11 - RA60 (GRN265, Pre-Runner)
• 33030-35A21 - RA60F (GRN245, 4WD)

2008-onwards:

• 33030-35A02 - RA60 (GRN225, X-Runner)
• 33030-35A12 - RA60 (GRN265, Pre-Runner, up to 2010 only)
• 33030-35A22 - RA60F (GRN245, 4WD)

Some mention was made in regards to the shift shafts being revised, which is true. Shafts 2 (3rd and 4th gear) and 3 (5th and 6th gear) were updated in June, 2005 and Shaft 2 was updated again for 2008. Kits are available from Toyota to update early 2005 (up to June) models to the updated shafts (part numbers 33251-35H00 and 33251-35H00 for shafts 2 and 3 respectively). The No. 1 shift head was updated in June, 2005, update kit part number is 33251-35H00. The No. 2 shift head was updated for 2008, part numbers 33233-35032 and 33243-35092 are required to update older transmissions. (Note: There may be some duplicate parts in the update kits).

Random internal components have running changes at various production dates but do not affect the complete assembly part number and are completely forward/backward compatible and thus I haven't included them here. There are no other major changes listed as far as gears, shafts or synchos go.

One thing I did notice while looking through the RA60/RA60F/RA61F documents was that for 2005-2013 Toyota recommends GL-4 or GL-5 gear oil but for 2014-onward they switched it to GL-4 only. This is in contrast to the RA62/RA63 used in the Lexus IS250/IS220d that recommended GL-4 or GL-5 for early production (before May, 2005) and for which a TSB was released stating that from May, 2005 production, GL-5 is only to be used with the following warning: "Using manual transmission gear oil other than API GL-5 may cause occurrence of gear noise and damage to the transmission." The RA62/RA63 shares many components with the RA60 from the Tacoma, though it does differ in some ways, more so as time went on, the shift forks and shifter counter weight being the big changes from the original design.

In regards to swapping gear ratios around, it can likely be done, but isn't always a direct comparison because it seems that Aisin changed the final output reduction for an across-the-board ratio change and then messed around with individual gears as well to get what they were looking for. There are 8 different gearset ratios that I am aware of for the AY6. 5 used by Toyota and 3 by GM.

Some gears have the pinion or gear machined into the input or counter shaft and so you'd need to carefully consider what you were doing. Swapping 6th gear between the RA60/RA60F and RA61F wouldn't be a problem but would also require swapping the counter shaft. The following gears are integral to the listed shaft:

1: Teeth integral to input shaft
2: Teeth integral to input shaft
3: Teeth integral to counter shaft
4: Teeth integral to counter shaft
5: N/A
6: Teeth integral to counter shaft
R: Teeth integral to input shaft​

Toyota RA60/RA60F
Application: 2005-2015 Tacoma (4.0L V6), 2005-2006 Tundra (4.0L V6)

1: 4.171
2: 2.190
3: 1.488
4: 1.193
5: 1.000
6: 0.849
R: 3.607​

Toyota RA61F
Application: 2007-2017 FJ Cruiser (4.0L V6), 2004-2020 Land Cruiser Prado (2.8L Turbo Diesel L4, 3.0L Turbo Diesel L4, 4.0L V6)

1: 4.171
2: 2.190
3: 1.488
4: 1.193
5: 1.000
6: 0.799
R: 3.607​

Toyota RA62
Application: 2006-2012 Lexus IS250 (2.5L V6), 2010-2012 IS250C (2.5L V6)

1: 3.791
2: 2.275
3: 1.524
4: 1.185
5: 1.000
6: 0.786
R: 3.466​

Toyota RA63
Application: 2006-2012 Lexus IS220d (2.2L Turbo Diesel L4), 2011-2012 IS200d (2.2L Turbo Diesel L4)

1: 5.232
2: 2.644
3: 1.605
4: 1.219
5: 1.000
6: 0.728
R: 4.525​

Toyota GRMN Mark X ("RA60", limited production, 450 units for Japan only, modified RA62 with RA63 extension housing)
Application: 2015 Mark X GRMN (3.5L V6), 2019 Mark X GRMN (3.5L V6)

1: 3.791
2: 2.104
3: 1.524
4: 1.185
5: 1.000
6: 0.816
R: 3.466​

Holden D173
Application: 2004-2017 Holden Commodore (3.6L V6)

1: 4.48
2: 2.58
3: 1.63
4: 1.19
5: 1.00
6: 0.75
R: 3.96​

GM MV1
2005-2007 Cadillac CTS (2.8L V6, 3.6L V6)

1: 4.15
2: 2.33
3: 1.53
4: 1.15
5: 1.00
6: 0.79
R: 3.67​

GM MV5
Application: 2010-2015 Chevrolet Camaro (3.6L V6)

1: 4.48
2: 2.58
3: 1.68
4: 1.19
5: 1.00
6: 0.75
R: 3.96​

GM MV7
Application: 2008-2012 Cadillac CTS (3.6L V6)

1: 4.16
2: 2.51
3: 1.69
4: 1.27
5: 1.00
6: 0.75
R: 3.67​

 

Superb job Jeff!

 

I'm just going to go ahead and slip this in here.

There is a group buy going on for a hydraulic bearing kit from Clutch Masters that looks pretty legit.

Clutch Masters Internal Release Bearing Group Buy