As written by Jarrod Jones, Writer for Petersen's 4 wheel drive and offroad(June 2006)

"Don't even try to argue with this one. Even you FJ Freaks. The '94-'97 Land Cruiser has got to be the best 4x4 package Toyota ever offered in the U.S.. The 4.5L engine was backed by a four-speed auto tranny that gave decent power and a good amount of tourque when needed. The FJ80 supported front and rear solid axles with 9 1/2-inch ring gear, dropout style third members that made it the most heavy duty Toyota to date. And if that wasn't enough how about the option of three differential lockers? The transfer case is a full time 4WD unit with a differential that locks up when in low range, and the axles both front and rear were offered with selectable lockers. And this was back in 1994-1997! Where was the rubicon then? The axles were slung via radius arm (3 link) and coil in front and a four link coil holding up the rear. In stock form or as a build up platform, I think this would be the toyota I'd buy if I could see past all the Chrysler symbols in my driveway."

Jarrod fail to mention several important items. These axles were reverse pinion thus making them stonger than the Dana 60. The rear axle was also full floating. I'm not sure if the front was a full floater. The selectable lockers were toyota E-lockers. These were the big seven passenger Land Cruisers. At the time of his article I sure Jarrod knew of the FJ cruiser but he chose to say the FJ80 was the best LC and Toyota 4x4 ever. Like I said, the new FJ Cruiser is an imposter. Toyota is going backwards. I hope this helps.

_________________
2005 CRD , Moab Rims, 245/75/16 Goodyear M/T
RL rear bumper, TMJ Front bumper, Frankenlinft,
*TOTALED*

1985 Mitsubishi Pickup SP 2.3 Turbo Diesel Watercooled turbo,4D56 ported head,
12" Suspension Lift with JK Rubicon axles, Elockers, 5.13's, Fox coilovers, Atlas 5.0, Rock Lizard supersliders

1996 Lexus LX450 -locked and lifted-

That answers my questions about the axles. When I think of L/C's, I picture the smaller CJ-ish things (FJ40???), not the larger,later vehicles. The later (any after the jeep clone models) L/C's are really and apples-to-oranges comparison to a rubicon, FJC, or a KJ by size and price. The '94's had a base of $36,000 and usually topped $40,000.

The high pinion does reduce stress on the ring gear, but still says nothing about the axle diameter, tubing strength or anything else. I doubt that there are enough of those axles being wheeled hard (especially with larger tires and higher HP) to give an indication of their real-world strength. They might be great axles, but if no one is running them, they are really of no significance. I have never,ever seen any of the later up-market land cruisers being used as serious trail machines at badlands,tellico, etc...

Most any front is technically a "full-floater" as the actual axle shaft does not support any weight of the vehicle like a "semi" floater shaft does. The axles can be removed and the rest if the unit will still function. Take the axles out of the housing on a CJ, for example. and the thing will bolt back together and function as a "straight" axle that does not drive the wheels.


A "locking center diff" is really not a selling point on a true 4x4 as any decent transfer case positively locks the front and rear outputs together whether they use a differential (a typical feature of AWD) or not. That is mainly a marketing term that is nice for people to throw around (QUE SNOOTY VOICE: " my 2007 Megabucks lc2500fi has a locking center diff. I don't know what it is, but it sounds good when I say it"). My 241, and even the very basic D20, are "locking" the outputs together. So is the 242, when you move it out of the full-time postition.

The "decent power" of the 4.5L I-6 was a whopping 212. I wonder how many vehicles that same magazine has condemned as under powered even when they met or exceeded 212?


Why I feel compelled to reply is beyond me. I know that this has strayed way off-topic and that none of my replies will sway anyone out there with their toyota blinders on. Those that will like the FJC will like it. Those they won't, won't. And those that think that Toyota walks on water will continue to believe that. I just know that, if I had to have a brand new rig, before I'd spend at least $57,000 for a 2006 L/C I would have a Power Wagon or a Rubicon as a trail rig with serious off-the-shelf performance and still have cash in my pocket.

In what will no doubt come as a welcome relief to anyone following this thread, I promise to not post on it again.

_________________
LOST # 633
'05 KJ 3.7L/6spd/241 245/75/16 MT's
'88 MJ 4.0L/AW4/231 SWB HPD30 & trac-loc D44 w/3.73's
A dirty Jeep is a happy Jeep

personally, these are the types of posts I come here for....what I skip over are the "yeah, those suck" or the "dood, that is cool" posts.

so post on my garrulous friend!!

Thanks for your reply INCOMMANDO. I know people who run 37's on these things for years and never have an issue. If you can run 37's and lockers it has to be pretty tough. If you want to learn more about the FJ80 go to http://www.sleeoffroad.com/products/products.htm. They also have products, and pictures on this site. As for the engine, I loved every thing about it except for its thirsty appetite for gas. Because of the I-6 configuration it had great low end torque. Numbers can be decieving. My 96 LC moved every bit as well as my 2005 liberty CRD but the LC definately had more freeway passing power and towing power. I'm interested to see if slee does anything for the new FJCruiser. Sleeoffroad is the authority for the newer LC's so I'm anxious to see what happens.

_________________
2005 CRD , Moab Rims, 245/75/16 Goodyear M/T
RL rear bumper, TMJ Front bumper, Frankenlinft,
*TOTALED*

1985 Mitsubishi Pickup SP 2.3 Turbo Diesel Watercooled turbo,4D56 ported head,
12" Suspension Lift with JK Rubicon axles, Elockers, 5.13's, Fox coilovers, Atlas 5.0, Rock Lizard supersliders

1996 Lexus LX450 -locked and lifted-