CV Axle snapped @ 8k miles

Preload wouldn't matter. Its all dependent on extended length of the coilover which unfortunately I can't find anywhere to compare with the factory coilover extended length.

 

Does matter...it's about ride height, that's what sets geometry

 

Extended length is extended length regardless of where the piston is sitting. We're saying the same thing....

 

Just catching up on this thread. Very interesting discussions....

2 things repeatedly brought up that I want to counter, as a lurker who considered both the Gen 3 Tundra and the Gen 4 Tacoma:
-"Toyota showed us accessories that are still not available"
-"Toyota should consider helping OP out, it seems that we recall that they used to be cool like that

Toyota is currently dealing with a shit tornado right now, they have to eat the cost of replacing over 100k super fancy-expensive TTV6's in the Tundra and other vehicles using the same engine.
Toyota had to develop new procedures for efficiently swapping these engines, which requires sending dealer service departments specially designed equipment and also equipping dealers with some new lifts so that the engine swaps don't take up the other revenue generating lifts in the service departments. They also are providing this equipment so that the service departments don't need to remove the cab of the Tundra.

Toyota knew this was coming nearly 3 years ago when the first TTV6's began failing.

I think Toyota's resources are being stretched thin and that might be why they aren't providing the accessories they "promised" for the Gen 4 Tacoma, and possibly why they are reluctant to offer goodwill coverage as some might have thought Toyota was previously known for.

In addition to all that, dealerships are loathing that soon they will be replacing every TTV6 for over 100k sold. It takes up shop space, and they probably have a difficult time finding the extra technicians needed to keep the service departments going whilst doing all that.

I've heard some rumors that the transmission in the Gen 4 Tacoma are also having issues? It's a lot of work coming down the line for Toyota and it's dealerships......

 

This is only if you have locked axles. The reason it binds in 4x4 with open diffs is because the rear axle takes the turn tighter than the front and thus travels a smaller distance. With a transfer case and no center diff the front prop and rear prop shafts are locked together and forced to turn at the same rate. Thus one wheel has to slip (with open diffs anyways) to make up the difference.

 

Anyone install one of those diff drops on a 4th gen? They look very different than the ones for previous gens, so I'm curious how much effect they have on CV angles.

Generally you're right, but in this case I think lift height matters.

The way he was turning while backing up would unweight that tire. So if he had too much lift and only a small amount of downtravel, it would hit full droop easier than it would with less lift.

 

I understand that side of it and completely agree with you. All I was trying to bring up is that depending on the extended length of the icons this was going to happen at some point regardless of ride height (even to others even being set with the least amount of preload). In this situation, yes, possibly already being near the end of the extended stroke contributed to this happening with minimum suspension articulation. Also as you stated, we'll need to see exactly how a diff drop affects the 4th gens and if it's indeed a solution.

 

This is the answer to the entire thread and everyone is just missing it. Icon apparently ships their front shocks set to a much higher lift than is “safe” with a 4G Sport (re: CV axle max extension).

 

you obviously know nothing about corporate goals, design, engineering, vendor-supply-chain, fabrication, production, engineering-economics, marketing, etc... How do you know what engineers THINK???

 

You bring up some great points to this discussioin. Additional info might lead to what exacly happened to the OP's TRD sport.

Did you install the Icon diff drop on your TRD OR? or for that matter install the entire lift kit yourself?

Which part # is referenced on the kit you purchased and installed from Icon? Is the kit referenced for use on all of the Tacoma 4G fleet? TRD OR, TRD Sport and SR5?

It would seem on the surface, any Tacoma that could be fitted with a sway bar disconnect should be fitted with a front axle that allows improved articulation.


3rd gen to 4th gen front axle comparsion as pointed out in Tinkerers comparison (double offset in the new 4G TRD OR)

 

New JRI shocks DIY zero problems with SDM/Axels. About 3/8 rear lift and set the front at 1.5 inches.

 

No, engineers are great at that....it's literally their job. Very few aftermarket performance companies employ actual engineers. It's mostly not hard to make stuff work and work with the suppliers to rectify any issues....which is what most do in the aftermarket.

 

I am back answering a few questions for those with legitimate questions and offering assistance and advice. Things got ugly. Thank you to those who provided legitimate assistance and advice.

Everyone’s primary question; YES ICONs #55160 Front Differential Drops were installed

Build

Suspension ICON 2024 Toyota Tacoma 1.25-3" Lift, Stage 2 Suspension System, Tubular UCA w/ Triple Rate Rear Springs w/ 55160 Front Differential Drops

The suspension was professionally installed, lifted approximately 2.2 inches in front with tires, leveling out with the added .5 from the rear Triple Rate Rear Springs with coil-rite airbag (deflated). I am setting the truck up as a tow vehicle for my travel trailer, not for extensive off-roading.

Tires Toyo Open Country A/T 285/70R18 (33.7”) TRD Sport rims (powdered coated)

Squeaky Penguin (SP), I drove the vehicle for 50 feet after the initial incident, attempting to get out of 4wd, making the vehicle drivable. The 4WD did not disengage and I stopped.

SP, I intend (the install shop) to put the truck on a lift and inspect the turning radius, clearance, and spacing after completing the repairs at Toyota.

3JOH22A I will discuss the option with Toyota, whether the double-offset joint is an option, as of now there are no extended travel options for the 4th Gen without going to the next level $$$. I will be looking to replace the CV with extended travel options if/when available.

My insurance is covering the repair cost (not Toyota). I have requested to have the case escalated with Toyota warranty, awaiting a callback. I will be back on the road soon either way.

I acknowledge my driving style put extra pressure on the CV; I don’t believe the CV should have snapped that easily (Trolls FO).

To clarify the incident the rear wheels were spinning in the sand upon parking; before taking a chance of burying the tires I stopped engaged 4HI, put the truck in reverse, and with zero effort rolled out slowly looking for traffic, onto the paved surface behind me. The CV snapped with the wheels turned, (my bad). I stopped and discovered the CV was broken, I attempted to disengage 4wd, and after crawling 50 feet with no joy, I stopped and waited for a tow.

Thanks again for the advice, and hopefully I am not the only one who learned something from my misfortune.

Repair bill

LEFT FRONT AXLE 43420-AK010 489.77 527.50 2.5 hrs. @211.00 per hr.
Seal 90311-47040 24.39
Crankcase 11420-f0060 662.05 2996.20 14.20 hrs. @211.00 per hr.
Alignment 144.95
TQ Calibration 211.00

 

I don’t think your CV snapped, it just popped out
Extra damage was from driving, that’s really the only thing you did wrong
The rest seems to lie with icon if the kit was installed as intended, which it seems to be the case

 

Probably watched a few mechanics on YouTube. Now fully qualified to discuss metallurgy, finite deformation and elastoplasticity modeling.

 

thanks for checking in with the update OP.

 

I know for a fact engineers don't think...they assume. I work with many that do exactly that....and then they get pissy when their shit doesn't work in the field.

 

No, I work with so called "engineers" that spend an entire year developing a heat exchanger system, $200K, and then when it's finally together and operational..... immediately overheats the hydraulic system because they engineered the circulating pumps backwards and never caught it. But before they finally admitted to having their own print images reserved when they were printed.....they blamed maintenance for improper installation claiming we made the pumps go backwards.

 

Thanks for the updated info. Crappy situation. Have you talked with icon at all about the situation? They may be interested to learn about what happened. I'm guessing they designed and tested the lift on an OR not the sport. If could be beneficial to speak with them regarding the double offset vs sport differences.

 

Incorrect. Sway bar doesn't limit droop travel if both front wheels are drooped. If the shocks allow enough droop to bind or pull apart the CV axle, only solution is limit straps or droop bump stops like supplied with RC drop bracket lifts.