CV Axle snapped @ 8k miles

When pigs fly. That truck looks heavy soaring thru the air but it is soaring thru the air.

 

If the vehicle is doing a sharp turn (i.e. full steering lock), the difference in front and rear axle travel distance becomes signficant enough to cause binding almost immediately:



With gentler turns (say highway onramp) the difference becomes negligble.

 

Im just here for the Icon bashing…
Their engineering and design team hasn’t changed in the last 7+ years I see

https://www.tacomaworld.com/threads/icon-waaa-waaaa-waaaaa.475231/

 

agree, however the OP's vehicle was in sand (at least he indicated that and the video seemed to portray) during that sharp radius back out onto pavement which would drastically reduce the tendency for binding. Unless I missed something in the video he posted it appeared that the CV axle pulled apart while the front right tire was still in the sand.

https://drive.google.com/file/d/107hXEnsEcGz-5GlepbMHaGqtSJwQO0V6/view


Is it your opinion that the shorter drive shaft, lift and missing front diff lower brackets had nothing to do with the CV axle failure?

Out of curiousity, would larger rolling diameter tires impact binding in the transfer cases at a slower rate on a sharp radius turn than stock OEM tire size?


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The guy was idling out of a smooth flat parking lot, that was stupid it broke.

 

Kaizen is a great slogan for sales and to tell the outside world that they are doing continuous or constant improvements. My old workplace hired the Japanese to come in and teach Kaizen and its a completely different world on the inside. The continuous improvements are in reducing cycle times, completing tasks with fewer people, and finding ways to reduce components.

 

I was simply pointing out the error in your assumptions about how binding occurs with a part-time 4WD system. Normally the binding is relieved by the tire slipping, even on dry pavement. The binding didn't directly cause the OP's CV axle to pop out.

Not in practical terms, because the driveshafts spin faster than the axle shafts by a factor of the final drive ratio. In the time it takes for the tires (and CV axle) to do just 1/4 rotation, the driveshafts have done ~1 full rotation. You can try this on your own truck - engage 4Hi, crank the steering wheel full lock, and try to move. If anything larger diameter tires will probably slip less, so the binding becomes apparent sooner.

 

OP literally quoted you when he admitted his mistake. Not sure how you can still think this is Toyotas fault. Maybe go read the thread.

 

Really need to determine what caused the CV axle to pop apart.

1- bind in the transfer case from being in 4x4h on a sandy/paved surface at near or full steering lock?

2- extended suspension lift at near or full lock in 4x4H without the front diff lowered (if that was not done) using the Sport OEM (poor articulation) CV axle?

Determination either way may help other 2024 owners.


Either way I feel for the OP.. very expensive Tacoma and he was only driving it easily without beating on it. If I were him, I'd pm this poster and follow his advise

CV Axle snapped @ 8k miles (Toyota will not cover repair)

 

I've done this many times but in the dirt/sand/mud over thousands of miles overlanding in the western states in 3 different gens of Tacomas and obviously tires will slip some vs hot pavement with extremely grippy aired down tires. I'm well aware of driveline bind and have never blown a CV axle yet.

The 4th gen TRD offroad/pro/trailhunter do have upgraded CV axles that support max front articulation from the previous gens as Tinkerer pointed out in his Gen 4 vs Gen 3 TRD offroad comparison. Do those same CV axles come OEM on the Sport and SR5 models? that is the unknown.

Was the OP already backing up and then selected 4x4 or did he select 4x4 before moving during the failure event he had.

 

That's why. The CV didn't snap or break, it over-extended and pulled apart. With factory suspension, it is simply not possible for the distance between the hub and the inner CV cup to become great enough to allow this to happen. With the lift...the geometry changes and it is possible. Sounds like they need to supply longer axle shafts with the lift.

Toyota shouldn't cover it. Icon should, since they sold you an incomplete / poorly designed lift.

 

Plot twist, Icon offers (and requires) a diff drop kit for this coilover. Ask OP if he installed it.

 

Well there you have it. OP better get his checkbook out, cuz it's on him.

 

To be fair, OP hasn't specified whether he did or didn't. But most things are pointing towards he didn't.

 

The real question is where is OP

 

We know the answer. If he did install the diff drop, the geometry would be identical to OEM and the axles could not have come apart like that. The fact that it did come apart means that the distance between the cup and the hub increased, which means that it was lifted without lowering the diff. There is no other way it could have happened, unless he shortened the CV axle or put on longer lower arms.

 

The Sport comes with a "different" corrected from my previous post CV axles vs the TRD OR, Pro, Hunter. Mentioned earlier in this thread.

If someone has access to the Toyota parts fishe could you provide the various front left drive axle part numbers for the TRD Sport, TRD OR, Trailhunter and Pro?

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This ^ and I’m willing to bet the icons came adjusted with too much preload.

 

That’s odd… How much shorter? If that’s the case nobody should be lifting sports beyond 1.5-2 inches?? Should start a new thread warning owners…

 

CV Axle snapped @ 8k miles (Toyota will not cover repair)