Next Gen mule spy shots

there is nothing wrong with a drum setup imo.... i can lock the rears up real easy.

 

Agreed. Look at that little thing.

 

With the fuel economy standards coming up in the near future I would highly doubt they would put a bigger displacement engine than the 4.0 or a v8 unless they can get it to get really good mpg numbers.

 

Maybe I'm in the minority here, but if I wanted good gas mileage I'd buy a priius or an electric car, but I really want a 4x4, rugged truck that can do truck things, but also fit in my driveway. If a V8 in a full size truck can get better gas mileage than a moderately powered V6, I am at a loss to understand why they wouldn't put a V8 into the lighter Tacoma and everyone wins. Better economy and better towing and better power. I hate that if I want to do truck things, I'm forced to buy a full-size or not be able to maintain safe freeway speeds when I have a trailer attached.

dp

 

Seeing Ford introduce 2.7 TT, Ram 3L diesel etc. I don't see introduction of a V8 in a Tacoma. If it did not happen in the last two generations, now it is not the time imo.

 

Thanks for clarifying

Really? I have heard people here on TW say that they have seen people's 4WD fail and sure enough it was because they didn't engage it.

Not sure what to believe at this point, I'm sure quick research would clear it up. No biggie.

As for drum vs disc, just read an article on it and I have a question: Are the fronts disc?

That argument is only really valid if the MPG gains of a smaller engine come with the sacrifice of power. I don't think anyone is suggesting a weaker engine just for fuel economy, in which case yes it is better to just buy a car. I think the point people are trying to make is to improve HP, torque, and MPG at the same time by designing a smaller and stronger engine.

Tacoma won't get a V8 because
1. Tundra
2. Like someone said, it's just not about getting bigger and bigger anymore. Now it's about being more efficient (hopefully without the loss of power and utility)

 

God bless them for (apparently) keeping the manual transmission available .

I am going to buy a Tacoma, but don't need it right now, so I might as well wait for the 3rd gen. But should they kill the manual on the DCSB V6, I am jumping on the 2nd gen pronto!

 

Yeah, but it's pain to work on them. Swapping pads is much easier. But then drum brakes seem to last lot longer... and often the parking brake is a drum-inside-rotor setup anyway.

 

Credit to Toyota if they keep a manual in a DC and V6 as an option in 3rd gen Tacoma as currently only Frontier has this. (2015 Colorado/Canyon and every other full size half ton does not).

That being said, the current 6MT needs some love before it should go into a 3rd gen. As it is, it has many issues.

 

You hear about people having knee problems after years of driving stick.

I can only imagine how it would be with an 8 spd? Anyone else concerned with 8 spd manual on their joints? I know I sound old but I'm 19 and still need to take it easy on my joints lol

 

Yep! Really! Just look at the logic: Wheels connected to hub. CV shaft is splined directly to the wheel hub. CV shaft also splined into the front differential. Thus if the wheels turn, the diff is turning. Otherwise you could never engage 4WD when moving or you would grind the CRAP out of the tcase and diff.

 

Okay, so what was the deal with older models? Thanks for that info.

 

Engaging 4x4 every now and then makes sure the actuators for the front diff and tcase don't stick.

 

Older trucks had manual locking hubs. So even if you put the transfer case into 4 wheel drive, the front wheels would not engage. So the only way to get the truck into four wheel drive was to get out, lock the hubs, get back into the truck, put the transfer case into four wheel drive.

Then they came out with automatic hubs. You had to stop to put the truck into four-wheel drive, the hubs would engage automatically. But the only way to disengage the hubs was to put the truck back into 2-high, then drive backwards to disengage the hubs.

On both of these systems, it was advisable that you engage the entire system from time to time so the hubs didn't seize up from corrosion or rot. On the manual locking hubs, you would typically lock the hubs during winter months, yet leave the transfer case in 2-hi, that way if you needed to get into 4x4, you didn't need to get out and actually lock the hubs. When you leave the hubs locked, the entire drive-line is synchronized, so you didn't need to stop to put it into 4x4.

The modern 4x4 systems are so good, you don't need to worry about any of this.

 

That's a great plan, should be done.

 

That's some good info, +1. What about this

 

Passenger-side spider spins the reverse direction of the passenger-side CV shaft when in 2WD. Only rotation you get of the ring/pinion is from friction in the needle bearings, if that is even enough to spin it.

I could use a 1UR-FSE. Would have been handy today when a box truck tried to squeeze me off the road and the tranny refused to go into 3rd gear. Which, case in point, yes the rear drums DO lock the tires.

 

So many cool ass trucks Toyota builds across the world, and they shit on us with a totally bullshit attempt at at what? Nothing new, it's all still the same. Stick the tranny up your ass, give a truck that's REDESIGNED.