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PDI Transfer Torsen suits 80, 100 and 105 Full time Transfer Case

$700.00 incl. GST

This is the first implementation of a Torsen differential in the 80, 105 and 100 series transfer case – this still maintains locking ability as per normal.
 
A Torsen works to send torque to the wheels that have the most amount of traction – the result is less wheel spin and more controlled acceleration.  For a number of years, we had been running the viscous coupled transfer case (as can be found in the late model higher spec 80 series).  Both give improved traction over the full time transfer case (with open centre), that is normally found 105 and 100 series GXL.  The viscous couple unit has a sealed component inside the transfer case and can permanently jam (if pushed too hard). The Torsen is an improved torque delivery method, which was also released in the 200 series Landcruiser.
 
Background: A number of years ago I was talking to a friend who used to race a 70 series off-road (South Africa).  The weaker front end was breaking the pinion and CV joints.  To resolve this they installed chrome moly CV and a larger front centre.  Later they installed a viscous coupled transfer case and ran the setup unlocked.  The result was being just as fast and returning the front diff to original and no further problems.  Effectively the Torsen creates a soft connection between other driveline components , spreading the load to other wheels instead of direct to the crank (when locked up).
After running the alternate transfer case we were able to push to just over 300kW at all wheels and with great control and no torque steer.  The front end was able to handle the 1070Nm being pushed through and survived 4 blown H151 gearboxes.
 
Once installed, the setup still allows locking of the transfer case. 
 
If you are building a Landcruiser that  you want to get power to the ground try this. When first installed, our high powered auto Landcruiser (with full time 4WD), went from spinning a front inside tyre when pulling out of a turn until backing off and then to a small chirp before all wheels pulling away.
 
Interested in reducing the likelihood of breaking drivetrain parts, then this is worth serious consideration.  
 
If you don’t want torque steer under acceleration, try this setup.
Benefits
Full traction when on or off the road.  Torque sharing to front and rear resulting in reduced stress on individual drivetrain components.
No torque steer.
Replaces the sloppy centre on you worn out full time transfer case
SKU PDI-TORS-TCASE Categories , , Brand: , ,

Additional Information

Diff Lockers.

For many years people opted for diff locks since when you are offroad and your standard diffs are acting as open centre then its easy to get stuck.  Differential lockers (once engaged) will make sure opposite wheels move at the same speed and you keep moving forwards.  There are a few popular diff lock options such as the ARB Air Locker, TJM Pro Lockers and the E-Lockers which have external manual control.  Some cruisers came with OEM/factory lockers that are activated via a dog gear being held into position by the preloading a spring via an electric motor.  All of these lockers have pros and cons, in their function, but there are a couple aspects common to these:

  • While locked the vehicle can generally move forward through varying terrain.
  • When locked and on hard surfaces, your steering ability is compromised as the wheels are moving at the same speed.
  • When not locked, they are open centre, which means the wheel that’s easiest to turn, will spin.

In addition to these, there are a couple varieties of auto-lockers that are locked by default, but if power from the wheel is greater than from the gearbox/engine, the gears will ratchet over to allow easier turning.  These can click and can be easily heard when ratcheting while cornering or feel locked if powering through a turn.

Landcruiser Differentials.

Almost all 80, 79, 100 and 105 cruisers were fitted with a rear LSD and open centre front.  Factory lockers were optional on most models, but were not cheap.  From around mid 2016 the VDJ79 GXL models had factory diff locks standard.  These made them very capable offroad, but the rear was open centre on the road and being part time the front axle wasn’t doing anything.  Later models had traction control, which applied the brakes on the side that was about to start spinning, which means that since one axle is shorter than the other it is always once side that goes through pads much faster than the other side.  This is more of an issue for vehicles with performance upgrades.

Our experience with TORSENs.

Our upgraded HDJ79 was fitted with a TORSEN up front, but we couldn’t find one to fit the rear.  When taking off in the wet, it was required to leave the front hubs engaged and change from 2H to 4H to get to 50kph without slippage.  That was OK, but a bit of a pain.

After fitting the TORSEN to the rear, engaging the front hasn’t been required. Now a TORSEN in the rear is a must for any Cruiser I own so I am able to accelerate with maximum traction.

Can we have both TORSEN WITH LOCKING CAPABILITY?

PDI have had this built and have been testing a rear TORSEN that works with the Toyota OEM Locker we have been testing since late 2024.  That means the factory locker continues to be available but we get full traction the rest of the time.

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