The Trouble List

INFOPAGE

The private toyota landcruiser 200

There have been three major problems with this vehicle:

1) massive oil consumption (up to 1.8lit/1000km)

2) Tail shaft clunk

3) Strange programming of the automatic 6-speed gearbox

 

Here are the details:

Shift Pattern of Automatic Gearbox:

Although the hardware of the AB60F-Gearbox seems to be close to perfection, someone at Toyota must have been a bit crazy, when they programmed the ECU to control the gearbox.


There are two issues to complain:

1) gear selection

Below 115km/h there is no chance to get the 6th speed engaged and getting the 6th speed activated, it requires some “tingling” with the acceleration pedal to succeed. This problem got partly fixed for Australian Customers only with a software patch, which required to be activated every time after starting the engine. This patch now permits the 6th speed to be activated at 95km/h already.

 

In lower speeds the gearbox gears up very late at low engine load, so the engine cannot deliver the giant torque.

 

2) converter lockup activity

Driving in “D” means, that the ECU never locks up the converter below 100km/h (in 5th speed) and below 108km/h (in 6th speed). At speeds around 60km/h the ECU only performs a “partial lockup”, which is absolute nonsense, because the ECU does not permit to deliver any significant torque trough the converter, the smallest movement on the acceleration pedal causes in immediate unlock of the converter.

 

Driving in “S-Mode” and “S-4” preselected, the ECU permits a full converter lockup at 80km/h, in this gear the engine has to deliver more than 2000Rpm.

 

Also, when using the engine brake effect by manually down gearing, the ECU does not lockup the converter, the effect is, that the engine brake effect is worse than poor.

 

There is no possibility to reprogram the ECU, Toyota is ignoring this issue successfully since two years and there are some reports, that this problem is not only a Land cruiser-problem, there are rumors that also some Lexus-models are effected.

 

How does the driver feel this issue:

1) horrible fuel consumption, especially when towing heavy trailers

2) terrible bad engine brake effect, especially in the mountains dangerous.

3) steam ship like heavy behavior, can´t feel the real power of the engine

4) extreme slow reaction of the ECU at “down gear commands”, take up to 1,3sec.

5) “indirect” acceleration behavior, push the pedal and only the tacho needle rises

 

Massive Oil consumption of the Engine:

It all started with a routine oil level check at 5500km on the ODO and the stick appeared dry. After topping more than 3.5 Liters of oil, the stick marked full. The next check was performed at 10.000km, again more than 2.8 Liters needed to be added.

 

The oil was then changed to a Castrol Magnatec 15W-40.

Next Oil check was at 15.000km, a total of 2.2 Liters needed to be topped, for my personal understanding too much, in comparison to my old LC100 far too much, the old LC100 does not use a drop of oil at almost 300.000km.

 

I complaint this issue to Toyota, the vehicle was taken into an oil monitoring program and immediately after a repair notice was issued by TME. The vacuum pump got replaced. After that, the engine used about 1.2 Liters/5000km, in the meantime the consumption stabilized at 0.2 Lit/1000km and that is acceptable.

 

Several other Toyota Land Cruiser owners do report, that the higher the outdoor temperature is, the faster they drive and the more the engine brake effect is been used, the higher the oil consumption appears. So it is clear, the real source of the problem is not yet identified, the vacuum pump was only one step.

 

Current Status of this Problem: IMPROVED / but not fixed

Textfeld: Tail shaft Clunk:
A dump slap in the tail when vehicle starts moving from standing position, after a soft braking before, sometimes harder, sometimes softer. It can be compared to a miss-shifting of the gearbox at very low speeds. In Australia several vehicles got the tail shaft replaced, the problem was fixed for some time but came back after a few thousands of kilometers.

Some experts claim a too tight tolerance inside the axial compensation shaft and a incomplete greasing. But there are also other hints, that this problem might be a cause of an “spring loading effect” caused by the torque between gearbox and center diff to the rear differential gear.

Current Status of this Problem: FIXED with NEW DESIGNED SHAFT

There are other unpleasant issues:

No Navigation Access by buttons while vehicle is in motion:

Fixed by use of the latest navigation software 12/2008 for Europe

No DVD watching for passenger while vehicle is in motion:

Installation by switch activated bypass relays unit to bypass the puls signal from the NAV Screen and to ground the handbrake signal at the same time

No Power Socket in the cargo compartment:

Retrofit installation, done by the dealer. In Australia equipped as of June 2009 models

No Phone access via the Nav Screen while vehicle is in motion:

No solution in EC but there is an aftermarket unit to bypass this lockout

No stopping seat belt alarm after triggering:

Deactivation via OBD

No KDSS, at least EC-models:

Toyota does not answer this question since February 2008

Current status of the Problem: in Australia partly fixed, for EC-customers IGNORED

but there is a solution now: ECON*LOCK

What is the TORQUE CONVERTER and its LOCKUP:

For those of you, who are not familiar with this part, here an attempt of a simple explanation:

Between the flywheel of the engine and the gearbox you need a clutch. A manual shifted car does have a mechanical actuated clutch, pressing the clutch pedal the two discs are separating and lifting the food from the clutch, the two discs get together and the torque of the engine gets delivered to the gearbox.

The torque converter is a hydraulic clutch, consisting of some sort of a pump type bringing the automatic fluid into circulation and a counter wheel is picking up this rotation and starts spinning and delivers the torque to the gearbox.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

This system permits, that the car can stand while the engine is running, the slip inside the converter permits this.

On the other hand, due different diameters of the “pump wheel” and the “counter wheel”, this system also increases the torque, which is a much wanted effect in reduces the number of needed gears of the gearbox, the converter can much better compensate the gear steps.

 

At a certain engine speed the effect of increased torque ends and the slip becomes an increasing problem, because power get´s lost due the slip. This slip at that stage is responsible for increased fuel consumption, that was the reason, why AT-powered vehicles used more fuel.

 

The converter lockup system is basically a mechanical clutch inside the converter, which is actuated hydraulically and once activated, the slip of the converter is gone and the vehicle gets the power from the engine without any losses.

Engine

Gearbox