Need quick input. Considering 2016-2017 model purchase

Since we're talking about gear ratios

2nd gen



3rd gen

 

Mine wouldn't lock in 4, or at least it didn't seem to. My truck would just heat the transmission if I set it in 4. I wanted the TSB for pinging done since I had to run 93 in mine to not ping and that supposedly fixed the TC lockup satiation as well.

The difference between the auto and manual is definitely visible in day to day driving. My day to day driving isn't an issue, it's just harder acceleration for me. It seems like the auto has more issues at lower speed but is fine when you punch it.

Personally I don't regret the 3G, especially when I open the roof in the warmer weather. I think my post was overly negative.

 

So I went out to the dealership this evening to test drive a 2017 TRD Off-road. I will say it did feel a little odd when hard accelerating. It had that typical short pause for the computer to kick in but what was really weird was the powerband wasn't smooth at all. On full throttle acceleration was like a bunch of dips and rises almost like I was letting off then pressing the gas again. This REALLY had me concerned until I drove a different one and it was a lot smoother, so I think the first one had a software issue. I told them about it and they said they would have it looked at.

Overall I really did love the instrumentation cluster and radio/map display. I like having the large number display for your speed, on top of the dual needles for RPM and speed. The handling was nice and it took corners well. I was luck in that the sales lady said just to drive and enjoy it, so I really put it through some paces in corners, u-turns, and hard braking into hard acceleration to see how it rode. I was pleased overall. Granted it may not be like the 2nd gen 4.0 or anything like that, but coming from a 2st gen with a 2.7L 4 cyl, it drove like a dream.

While I do like the styling of the 2nd gen, and the fact that the majority of the "kinks" have been sorted out, I am leaning heavily towards the 3rd gen. Not just because I liked the ride and interior, but with a lifetime powertrain warranty it is hard to resist. When I buy a truck I tend to drive it for a LONG time before I get rid of it. So having a lifetime powertrain warranty is really nice.

So looks like the Blue Beast is going to get some things taken care of on her, and I will be putting her up for sale soon. Need that money for the down payment!

 

Like stated, being in 4th vs 5th at a given speed will provide more mechanical advantage for the motor to move the vehicle, because of this the torque converter will be "slipping" less. Now if you were in an unlocked state and "slipping" 200 rpms in any gear yes.... heat generation will be the same.

The lockup in 4th is often times very hard to see / feel as the difference between the locked and unlock state as far as rpms is much more minimal then when compared to the same situation in 5th.

 

I'm simply trying to understand how you would say the slipping would be less in one gear over the other. It would be a variable depending on PWM of the control solenoid, so there is no solid "xxx RPM" of slipping in a specific gear. I don't understand what you are indicating by "the torque converter will be slipping less." If the PWM solenoid is at 100% then there will be zero slippage. As the PWM solenoid varies it's percentage, and the engine load varies, then slippage will be between 0 and typically 200RPM, but it won't matter what gear it is in.

 

I'll wait for a 4th gen Tacoma before I buy another

 

Well I am not in a wait situation. I need to find something in the next 2-4 weeks.

 

I have not experienced the 3rd gen except opening the doors at the dealership. I really liked my 2014 2.7L Auto, but always thought it needed a 5 or 6spd transmission (coming from a 2007 Tundra with the 5.7L the Tacoma just needed more gears to stay in the power-band when towing or under load). Looking at the ratios of the 3rd gen 2.7L 6spd automatic I think I might actually be open to the automatic again.

HOWEVER, seat feel for me is much different than other people; I am a "grandpa" driver.

Good luck with your search.

 

Thanks. I already have my hard requirements for whichever truck I get. It has to be a DC 4X4. Has to be the 6 cyl (be it 4.0 or 3.5) and it has to be automatic trans. Preference is TRD Off-road, The rest can be a give or take, though I really do want the navigation touch screen radio.

 

Aftermarket equipment for Navigation is better than integrated stuff because of map updates <-- from my experience.

 

What i am saying is that given the same speed (load after the trans) if you were in 5th unlocked the engine and torque converter would have more load on it compared compared to 4th gear, because 4th gear would provide a better mechanical advantage to anything before the trans, hence less of a load on the TC / engine, and less slipping, thus less heat generation.

When i say "slipping" im stating a difference in greater input rpms vs output rpms in an unlocked state, due to the nature of the viscous clutch that a torque converter is, and NOT the slipping of the tc lockup clutch. A torque converter should not have ANY difference in input vs output when its in a locked state, PWM is used to control how hard the lockup clutch engages / disengages, nothing more. You dont let a lockup clutch slip, they will heat up crack and cause all sorts of issues.

 

I don't necessarily agree with your first part there. Even at same speed of say 55MPH, 4th gear or 5th gear could still have the same TCC slip speed. Same slip speed would equal same heat generation.

Also you are incorrect in the operation of the PWM solenoid. The PWM solenoid controls slip speed only. The TCC servo is what controls the pressure of the fluid when engaging the converter lockup using a calibrated spring and piston. Watch transmission data while driving a Tacoma and you will see that many times the PWM solenoid will remain at anywhere from 50% to 100% while driving. This allows the computer to get a little bit of the mechanical advantage if needed, without completely disengaging the converter lockup. There is a TCC enable solenoid, but it is simply an on/off solenoid like the shift solenoids.

This knowledge comes from 25 years as a technician, and 2 years as an instructor.

Sorry the audio on this is so crappy, but it explains late model TCC solenoid operation.

https://www.youtube.com/watch?v=5Jeb0KpAN_g

 

Believe what ever you want to believe. More mechanical advantage means less load on the output shaft of the TC which means less slipping Plain and simple. Either way we have digressed very far from the original post.

Get a 3rd gen DC TRD OR and be happy, you can even get them in a long bed... my buddy has a 2016 TRD OR 4x4 auto and its tits.

 

Fourth gen plus a couple years, at least, to work the bugs out

 

It's not a matter of believe what I want to believe. It is a matter of what is fact. I am well versed in automatic transmissions, and their operation and diagnosis. Slipping in a TC is not a matter of load. It is a matter of control based on the ECU controlling the PWM solenoid. I can have 50% PWM at 55MPH in 4th gear, or 75% PWM at 55MPH in 5th gear, depending on the ECU command. And at 75% PWM in 4th, it would be more heat generated due to more slippage. But I agree we are getting off track from the original post so I'll just say we can agree to disagree.

 

Hey davidsp101 this is my first taco
How does this part actually work? Any install info u can give pretty handy can I do my self

 

I've been tossing around getting a third gen as well. Was kind of hoping I was going to get talked out of it in this thread. Seems like there not that bad.

 

What part are you talking about? Just curious as this thread is about 2nd gen vs 3rd gen purchase..... A little more details?

 

I’m sorry new to all this I believe it was a shift sensor for automatic kinda like ur driving with ect power mode on