Hi Guys,
Im just wondering what the differences are between the early 100 series (pre '02) and the later ones. Im talking specifically about the Turbo diesel GXL. Its just that I have been buying quite a few after market accessories of late and when I go to buy certain items im told it wont fit mine(2001) but will fit the later ones.
Any help please
thanks
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new to old 100 series differences
Moderators: toaddog, Elmo, DUDELUX
Re: new to old 100 series differences
The front grille and panel changed Oct. '02 (the grille goes right down to the bumper - no metal strip), so anything that goes on the front may not fit.DaveH wrote:Hi Guys,
Im just wondering what the differences are between the early 100 series (pre '02) and the later ones. Im talking specifically about the Turbo diesel GXL. Its just that I have been buying quite a few after market accessories of late and when I go to buy certain items im told it wont fit mine(2001) but will fit the later ones.
Any help please
thanks
Greg G
2000 HDJ105
2000 HDJ105
Roof console is different, as the later rear vision mirrors are glued to the screen, instead of being fixed to the roof.DaveH wrote:Yeah thaks for those.
Anyone know whats different with the roof console? I was looking at getting an after market one but they are apparently different between the new and older ones. Also the safari Dtronics are different... any ideas why?
Dtronic is different as Toyota changed the engine ECU plugs.
Greg G
2000 HDJ105
2000 HDJ105
Found this
The 100 series vs. 105 series
When first released in Australia in March 1998, the new 100 series Landcruiser wagons all looked very similar, apart from the obvious things like wheels, body moulds and the fancy chrome bits between model grades. But as time progressed we began to learn that there are in fact 2 very different chassis setups underpinning these bodies.
In this day and age of monocoque vehicle design, it was good to see the Cruiser did in fact retain its traditional rugged truck like separate chassis design.
The 105 series chassis is essentially a carry over from the previous 80 series. Apart from some improvements to rigidity through extra cross members, better frontal impact absorption and different outriggers to support the new body, it continues to offer us live axles front and rear.
Live axle or Rigid Front Suspension (RFS) as Toyota refer to it uses the familiar 3 link setup with forged lower arms, panhard rod, coil springs and recirculating ball steering box. It was standard fitment on STD, RV and GXL models at release. Front and rear differential locks were offered as factory options.
The 100 series chassis is an all new design, utilising a different chassis which is some 40mm wider at the rear, narrowing down at the front to incorporate the fixed front differential, torsion bars, heavy cross member for the rear torsion bar mounts and of course the double wishbone front suspension with rack and pinion steering. Independent Front Suspension (IFS) offers according to Toyota information “a high level of steering ability and ride comfort, whilst maintaining excellent off road drivability and durability”. A front diff lock was never offered as a factory option with IFS.
The IFS was only available on the GXV model (and Lexus LX470) initially at release, but progressed to the GXL and GXV turbo diesel models when the V8 GXV was dropped in Oct. 2000. Further model progressions in Oct. 2002 saw it fitted to all models except the STD and GXL diesel wagons, when the 4.5L petrol engine was dropped.
To date there have been numerous reports of failures of the IFS lower wishbones, where the arm cracks adjacent to the point where the torsion bar bolts to it, sometimes to the point that the vehicle will sit on it’s bumpstop. This appears only to be evident on the turbo diesel models where the extra weight of the inline 6 cylinder and the different weight distribution of the longer engine cause the arm to be more highly stressed, particularly if the vehicle has additional accessories and has been used offroad. Some companies like ARB and Pedders are making strengthening kits to help alleviate the problem.
The rear suspensions of both the 100 and 105 series are the familiar 5 link design, utilising upper and lower control arms, panhard rod, coil springs and shock absorbers although the geometry is quite different. The 105 series also retains the traditional Cruiser full floating rear axle shafts whereas the 100 series utilises the semi-floating rear axle design.
The 2 chassis variants are distinguished by their model code which is easily found on the ID plate under the bonnet. Any model code with the suffix “100” (eg. UZJ100, HDJ100) is of IFS design, and “105” (eg. HZJ105, FZJ105) is of RFS design. However an easy way of telling at a glance is by the wheel rim design - deep dish zero offset for RFS and flat appearing 40mm offset for the IFS.
Because of the differences in the chassis designs, the following is an example of common 4x4 accessories that are not compatible between 100 and 105 series:
• Bull bars
• Rear bar / towbar / wheel carrier
• Side steps
• Scrub rails
• Long range tanks
• Wheels / rims
Hoppy
The 100 series vs. 105 series
When first released in Australia in March 1998, the new 100 series Landcruiser wagons all looked very similar, apart from the obvious things like wheels, body moulds and the fancy chrome bits between model grades. But as time progressed we began to learn that there are in fact 2 very different chassis setups underpinning these bodies.
In this day and age of monocoque vehicle design, it was good to see the Cruiser did in fact retain its traditional rugged truck like separate chassis design.
The 105 series chassis is essentially a carry over from the previous 80 series. Apart from some improvements to rigidity through extra cross members, better frontal impact absorption and different outriggers to support the new body, it continues to offer us live axles front and rear.
Live axle or Rigid Front Suspension (RFS) as Toyota refer to it uses the familiar 3 link setup with forged lower arms, panhard rod, coil springs and recirculating ball steering box. It was standard fitment on STD, RV and GXL models at release. Front and rear differential locks were offered as factory options.
The 100 series chassis is an all new design, utilising a different chassis which is some 40mm wider at the rear, narrowing down at the front to incorporate the fixed front differential, torsion bars, heavy cross member for the rear torsion bar mounts and of course the double wishbone front suspension with rack and pinion steering. Independent Front Suspension (IFS) offers according to Toyota information “a high level of steering ability and ride comfort, whilst maintaining excellent off road drivability and durability”. A front diff lock was never offered as a factory option with IFS.
The IFS was only available on the GXV model (and Lexus LX470) initially at release, but progressed to the GXL and GXV turbo diesel models when the V8 GXV was dropped in Oct. 2000. Further model progressions in Oct. 2002 saw it fitted to all models except the STD and GXL diesel wagons, when the 4.5L petrol engine was dropped.
To date there have been numerous reports of failures of the IFS lower wishbones, where the arm cracks adjacent to the point where the torsion bar bolts to it, sometimes to the point that the vehicle will sit on it’s bumpstop. This appears only to be evident on the turbo diesel models where the extra weight of the inline 6 cylinder and the different weight distribution of the longer engine cause the arm to be more highly stressed, particularly if the vehicle has additional accessories and has been used offroad. Some companies like ARB and Pedders are making strengthening kits to help alleviate the problem.
The rear suspensions of both the 100 and 105 series are the familiar 5 link design, utilising upper and lower control arms, panhard rod, coil springs and shock absorbers although the geometry is quite different. The 105 series also retains the traditional Cruiser full floating rear axle shafts whereas the 100 series utilises the semi-floating rear axle design.
The 2 chassis variants are distinguished by their model code which is easily found on the ID plate under the bonnet. Any model code with the suffix “100” (eg. UZJ100, HDJ100) is of IFS design, and “105” (eg. HZJ105, FZJ105) is of RFS design. However an easy way of telling at a glance is by the wheel rim design - deep dish zero offset for RFS and flat appearing 40mm offset for the IFS.
Because of the differences in the chassis designs, the following is an example of common 4x4 accessories that are not compatible between 100 and 105 series:
• Bull bars
• Rear bar / towbar / wheel carrier
• Side steps
• Scrub rails
• Long range tanks
• Wheels / rims
Hoppy
[quote="RAY185"]Oh, and being able to lick your eyebrows is a sure way into a womans "heart". ;)[/quote]
Hoppy's cut and pasted the 100 vs. 105 tech page I wrote on http://www.lcool.org ! It compares live axle 105 series to IFS 100 series variants.DaveH wrote:After reading all of that, what would be the difference between a 2001 100 series turbo GXL and a October 2002 or later 100 series turbo GXL. Both are still IFS, both ares still 40mm wider at the rear...
It's not relevant to your question, as ALL HDJ100's (i.e. turbo diesel IFS chassis) models are the same.
Greg G
2000 HDJ105
2000 HDJ105
The post october 02 100 series turbos had a face lift. came with 5 speed auto (from memory), Grill Change. Inside scored like a factory roof consol thing with map lights and sunglass holders where as the pre october 100's had nothing on the roof except the normal 2 interior lights. Oh and they also scored new TURBO decals. The old ones had 4200 Intercooler turbo. and the post 02 decals just said TURBO 
im sure that plays a big part why different things dont fit
Troy
im sure that plays a big part why different things dont fit Troy
GXL HDJ80 Cruiser - Lifted, Locked, 315's, 3" Zorst, Safari Intercooled, High Flowed Turbo, All the fruit. AMMS tuned coal shovel, Pushing 148rwhp... + heaps of the black sooty goodness...
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