TRD off road wheel offset vs TRD pro wheel offset

Raptor light install. Truck won’t start. (Help) | Tacoma World

 

I don't care. I laugh. Y'all amuse me.

 

I believe my post in a thread about wheel spacers may have the information you're looking for. I was specifically referencing 2" wheel spacers, or the equivalent of an offset reduction of 50.8 mm, but a proportional added load would apply to smaller changes in the offset as well.

I was mostly discussing added load applied to bearings here, but there would be added load applied to the ball joints and shock/spring as well.

 

Speaking of negative offset/spacers (could've been a lug nut issue)...

https://www.youtube.com/watch?v=v4qfWknMJMA

 

I don't care about wheel spacers
ok then show me the data for added load and wear between the OR and PRO wheel

 

….it’s the same concept. Take the 2” spacer he used (50.8mm) and sub 12mm in place of it.

Installing a 13mm offset 16x7 in place of a 25mm 16x7 is the exact same concept as using a 12mm spacer on the +25mm 16x7. This can’t be that hard to grasp.

 

12 is not 50 ....just show me the wear and tear difference between the 2 wheels
and you typing it is not data

 

With the stock TRD Off Road wheels, the inner bearing sees a load equal to 43.3% of the wheel load, the outer sees a load equal to 143.3%.
With the TRD PRO wheels, the inner bearing sees a load equal to 83.3% of the wheel load, the outer sees a load equal to 183.3%.

The inner bearing load is increased by 92.4%, the outer bearing load is increased by 27.9%.

The added load from the TRD PRO wheels means the wheel bearing life expectancy will be 43.9% of what it would be with the TRD Off Road wheels. It's probably still a really long life expectancy - obviously within Toyota's engineering standards, but it is a significant reduction.

Jeff

 

we're splitting hairs here

 

Wider stance (more poke / more negative offset / etc) puts more stress on wheel bearings, due to the additional leverage against the wheel bearings, due to increased lateral forces on a bearings designed for vertical forces. This applies only when the same width wheel is pushed further outwards, not when a wider wheel expands in both directions. This is not even open to debate. The effect will be greatest on the front wheels where the stub-axles have minimal support for the bearings supporting them.

The Toyota Tacoma pro wheels have only a very minimal amount of additional poke, so the effect is likely negligible. However, it probably could be measured over the life of the vehicle if you sat down to do it.

The reason why Toyota only adds 1/2” of poke on the Tacoma Pro wheels, when they could have easily added up to 1” of poke or more, is mainly so the wheels stay within the fenders, but also, to a lesser extent, so they don’t have to deal with wheel bearing issues over the life of the vehicle.

 

It's an approximately 66% reduction in rated bearing life (see my previous post). It's certainly not negligible, but the bearings are also likely rated for much longer than the expected life of the vehicle.

Jeff

 

blowing smoke
why would toyota put this wheel on the top model if this is true?
the lawsuits would never stop

 

I mean... I'm an mechanical engineer who has designed wheel hub assemblies and braking systems. I can assure you my analysis is sound, and I'm certainly not blowing smoke. That's just the mechanics of altering wheel offset.

If you actually calculate the L10 bearing life with the TRD Pro wheels, it would be still be rated for more than 2 million miles. I'm sure the engineers at Toyota also ran that calculation, among others before specifying the wheels.

Just because this wheel has a lower bearing life than that wheel doesn't mean either reduces the bearing life to below Toyota's reliability threshold. There's not going to be any lawsuits.

Toyota likely designed the hub and suspension geometry around a lower offset wheel and specified the bearings as such, not to mention I'm sure a healthy margin of safety. Once you do that, you can easily run higher offset wheels and see longer bearing life. Nobody complains about longer bearing life.

Next time why not just do the analysis yourself? You’re basically arguing that a longer wrench doesn’t make it easier to loosen a bolt.

Jeff

 

This isn't true because Rix doesn't want it to be true. Don't you understand?

 

That's your opinion flat lander... I drive a shit tone in blizzards... I want to be as visible as possible. Most of my driving is in Wyoming and Colorado. Both states will pull you over for driving on a highway with a light bar... I'm not try to blind on coming traffic. Or look cool... I'm trying to give the car in the other lane .9 seconds more possibly to see me.... that's ultimately the goal and reason why DOT requires lights. Better visibility.


So you want raptor lights here.

 

eh....people make these arguments, but when is enough lighting enough? Are the headlights, parking lights, and fogs not good enough? What makes adding raptor lights adequate? Why not multiple sets of raptor lights? I get your point, but it could go on forever....most folks raptor lights aren't that bright anyways.

 

Ooh, I touched a nerve!

This flatlander spends most of the winter season well above the snow line. White-out conditions are nothing new. A few low-powered LEDs in your grille, putting out the equivalent to a couple 194 marker bulbs ain't making a difference in blizzard conditions.

I don't believe in light bars on public roads either.

Sorry my opinions offended you, but that's all they are. Opinions. Like assholes, everybody has one.

 

Does this mean a 0 offset wheel with the same backspacing as OEM will put less stress on the bearings?

 

No. Equivalent load is applied at the center of the wheel, which is what offset measures.

Jeff

 

*you're, and *their. I never said DOT or the FMVSS was wrong, just doubtful your truck is any more visible in a blizzard because of a couple tiny LEDs in your grille with the candle power of a Bic lighter.

Sorry about your penis.