Colorado vs Tacoma

So maybe I missed something but based on this and other threads you appear to have a lot of unresolved anger issues RE the 3rd Gen. Is it just that you like to troll or you genuinely like the canyorado better, or what?

 

That dude, "BlueT" was the 3rd person I added to my ignore list the 1st 30 minutes I was logged on to TW the very 1st time. I think he is a gm spy.

 

I live in the north east of Canada, my truck gets Krown rust control spray every year, not even a speck of rust under it. Lots of Tacoma treated with krown, or rust chek, still on the road rust free.

 

I wasn't trying to say Toyota doesn't have frame rot issues. I was pointing out that, by simply changing the search slightly, you can show both vehicles as having frame issues whether or not they do. As for the frame rust issues I suppose time will tell .

 

Maybe if he's a GM spy he can give us the Intel on why GM can't make a double cab v6 with a manual transmission.

 

I go get my running done before a snow or ice is forecast. Then the truck sits in it's parking space till the city streets are dry. (I'm not an important person so I can do that)

 

Sounds like my father, just retired and bought a new Silverado, I think if there's a cloud in the sky he leaves it in the garage. When you polish the stainless exhaust does that mean you're obsessed?

 

No just product of mating with trees who has nothing better to do with his time but to illustrate to others the advantages or otherwise of being dense.

 

But your search now has Toyota rotted frames in Chevy search. Rust is common, hole in frame is complete failure more specific.

I find it funny that so many people are upset with Google search result. Here cry little more..
Toyota hole in frame results..

 

You didn't answer my question. Are you mad because you have a toyota with a hole rusted in it?

 

So is the extent of a problem directly related to the amount of images that show, what you define as, rotted frames?

Geez, I guess you better not type "gov bomb" into a google image search. The Colorado/Sierra/Canyon/Silverado can't even keep there rear ends together on road..



Anyways, I wasn't trying to deny any Toyota problems. Nor say one truck is infinitely better than the other. If you read my post you would of seen that. I think they are both fairly close to each other, with an advantage to each depending on how you will use it, take care of it, and pay for it.

 

Had my 09 treated with undercoat and rust proofing.... I traded in after 5 harsh salt infested N. East winters. Had to crawl under to unbolt my toolbox in the bed to find that everything underneath was still primo.

 

I think the word 'locked' is probably not the right word to use. I used to be an offroad enthusiast and when someone says LOCKED, it means completely locked with no chance of slippage. In a Part time 4WD system (like our Tacomas).... Nothing is LOCKED. It only means the POWER goes 50% to front & 50% to the rear at the same time (when in 4WD). You have to remember that we have OPEN diffs. Those OPEN diffs allow for slippage from side to side. The power goes to the path of least resistance (slipping wheel).


With the Auto 4WD feature on the Canyon's - here's a pretty damn good explanation of how it works:
You can see the actual thread here: Scroll down to post #5
http://www.gm-trucks.com/forums/topic/178575-4x4-auto/?hl=auto+4wd#entry1700604

The NVG 246 EAU provides 5 modes, Auto 4WD, 4HI, 4LO, 2HI and Neutral. The Auto 4WD position allows the capability of an active transfer case, which provides the benefits of on-demand torque biasing wet clutch and easy vehicle tuning through software calibrations. The software calibrations allow more features such as flexible adapt ready position and clutch preload torque levels. The technology allows for vehicle speed dependent clutch torque levels to enhance the performance of the system. For example, the system is calibrated to provide 0-5 ft lb of clutch torque during low speed, low engine torque operation, and predetermined higher torque for 40 km/h (25 mph) and greater. This prevents crow-hop and binding at low speeds and provides higher torque biases at higher vehicle speeds, in order to enhance stability. The NVG 246 EAU transfer case features a 4 button shift control switch located on the instrument panel. When the ignition key is in the RUN position, the transfer case shift control module monitors the transfer case shift control switch to determine if the driver desires a new mode/range position. At a single press of the transfer case shift control switch, the lamp of the new desired position will begin flashing to inform the driver that the transfer case shift control module has received the request for a new mode/range position. The lamp will continue to flash until all shifting criteria has been met and the new mode/range position has been reached, or has been engaged. Once the new mode/range position is fully active, the switch indicator lamp for the new position will remain ON constantly. During normal driving situations, the transfer case can operate in the Auto 4WD mode. In the Auto 4WD mode, the transfer case shift control module monitors rear wheel slip speed, based on the inputs from both the front and rear propshaft speed sensors. When the vehicle experiences a rear wheel slip condition, the vehicle experiences a rear wheel slip condition, the transfer case shift control module sends a pulse width modulated (PWM) signal to an electronic motor, which is the transfer case encoder motor. This motor rotates the transfer case control actuator lever shaft, applying a clutch pack. This clutch pack is designed to deliver a variable amount of torque, normally delivered to the rear wheels, and transfers it to the front wheels. Torque is ramped up to the front wheels until the front propshaft speed sensor matches that of the rear propshaft speed sensor. Torque is ramped down to the front wheels. The process would repeat if rear wheel slip is detected again. The NVG 246 EAU transfer case has the added feature of also providing the driver with 3 manual mode/range positions:

*4HI - 4 Wheel Drive high range
*2HI - 2 Wheel Drive high range
*4LO - 4 Wheel Drive low range.

 

Is that really the transfer case GM installs? What a load of crap.
http://www.makcotransmissionparts.com/mm5/graphics/Catalog-pdf/NP246.pdf

 

LOL.. me too, in about the same time frame. Unfortunately, for some reason, if you read the forums using Tapatalk App, it doesn't seem to respect your block list.

 

I was referring to the front and rear wheels being allowed to turn at different rates. I know open diffs allow side to side power splitting (wheel with least resistance)

 

Auto 4WD is fine for on road use, but sucks offroad. It also adds a failure point to those systems. Another clutch pack is not a good addition to a simple system you need to work everytime you hit the button. Just my humble opinion.

 

I've got him blocked as well. I'm sure a lot of people do. Unfortunately if someone quotes him, he still appears. I'm sure he gets plenty of joy out of this so it's best to just ignore it and move on.

 

I have a Taco AND a new Volvo! Great cars! Rockets too ... RD = 325hp!