Drive Train Specifications?

[schlitz]

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Not only does it put drag on the vehicle it's more parts to wear and cuts the fuel mileage too. +1 for the repair shops and oil companies, -1 for the one who has to pay the bills.

[pee wee]

Originally Posted by Bugman

It is a type of full-time 4x4.The front is only disengaged at the transfer case, which causes more drag an less MPG's. To bad it don't have manual hubs, but unfortunatly no small truck have manual hubs anymore?

In Australia they're offering more options on these trucks, and it looks like manual locking differentials are one of the options. They've also got twice the paint colors- presumably we'll be offered more options with time. If they ever get here to begin with.

[ack]

Originally Posted by pee wee

In Australia they're offering more options on these trucks, and it looks like manual locking differentials are one of the options. They've also got twice the paint colors- presumably we'll be offered more options with time. If they ever get here to begin with.

Do you mean "manual Locking HUBS"?

Locking differentials are hideously expensive - at least as an aftermarket item...

I could see a cheap locking hub option...

[pee wee]

http://www.mahindrapikup.com.au/pdfs...20brochure.pdf

Ack, sorry but I didn't read carefully enough- it doesn't say "manual locking", but "mechanical locking" differential.
This is where I saw it, near the end under "solid engineering". I don't really know the parts of a 4wd system, so I don't know the significance of the distinction. What's it mean?

[MuttonChops]

See the Eaton Site for a nice overview of differential types.
Differentials, Locking Differentials

I'm not an automotive drive expert, believe the basic differences are . . .

standard differential, one wheel of axle spins that axle no longer provides drive

limited slip, once one wheel spins a percentage of the power is directed to the other wheel. Axle provides some drive.
I've driven two wheel drive limited slip trucks to the same places standard differential 4x4 go with few problems

locked differential, both wheel turn at the same rate period. Very bad for cornering.

locking differential, once one wheel spins beyond some limit power is directed to the
other wheel. Axle provides some drive as if locked.

mechanical locking, axle decides when to lock (like not while cornering)
electronic locking, driver can force the axle(s) to lock

There is also the 'center differential' or 'transfer case' to consider. In an all standard 4x4 if any single wheel spins the vehicle stops moving. Spinning wheel gets all the power of that axle and transfer case (center differential) directs all power to the spinning wheel axle. Some Jeep models and many luxury 4x4 have limited slip or locking type transfer cases (believe these use very different technology then a axle differential).

TR's have limited slip standard (at least on rear axle) based on literature we've seen to date. That should be plenty of traction control for most North America drivers. If you're driving the great outback or plains of South America the locking option would be a plus. Or if every weekend you will be off-road rock climbing . . . . but most of us do that so seldom the cost of a real off-road option is difficult to justify.

[JoBo]

Jeeps don't use locking/unlocking front hubs stock Cherokees back in the 1980's had a vacuum thing that disconnected the right axel shaft is as close as they have gotten in the last several seveal years.

On at least the Liberties they have gone to CV joints on the front half shafts that's eliminated the feel in the steering that is common when the front axel has "U" joints.

The axel shafts are splined and fit into the front hubs on my 06 Liberty and 00 Cherokee.

My 1983 Ford Bronco II had manual hubs that required you getting out to engage or disengage and it was a pain. I just left them engaged in the winter time.

[Bugman]

Originally Posted by blue7.3

"*sigh*, yeah but it's still a Dodge" said the Ford man (wrt leaving one stranded...) LOL!

So Chuck, what happens when you throw the lever? What locks the hubs in?

When I lock the hubs, I can feel when the drag from the front end spinning, whether I have the stick pulled into 4H or not. Not that it probably makes that much difference in fuel mileage in a 7000 lb diesel, but it does make it feel even heavier then when the hubs aren't locked in.

-pete

Ya gotta admit Dodge quality has came a long way in recent years. Probably passed up Chevy quality and headin towards Ford.

[Duluth Diesel]

Originally Posted by blue7.3

"*sigh*, yeah but it's still a Dodge" said the Ford man (wrt leaving one stranded...) LOL!

So Chuck, what happens when you throw the lever? What locks the hubs in?

When I lock the hubs, I can feel when the drag from the front end spinning, whether I have the stick pulled into 4H or not. Not that it probably makes that much difference in fuel mileage in a 7000 lb diesel, but it does make it feel even heavier then when the hubs aren't locked in.

-pete

There are no hubs to lock in. There is just a nut like a front wheel drive car, only much heavier duty. Just like the old military jeeps. The disconnect point is the transfer case. When you're in 2, the front axle and driveshaft still spin as you drive. Since mid-2002 model year, Dodge has put these "live" front ends in their 3/4 ton and heavier trucks. It is a proven design, and much more reliable than hubs or center axle disconnects.

-Chuck

[Bugman]

Originally Posted by Duluth Diesel

There are no hubs to lock in. There is just a nut like a front wheel drive car, only much heavier duty. Just like the old military jeeps. The disconnect point is the transfer case. When you're in 2, the front axle and driveshaft still spin as you drive. Since mid-2002 model year, Dodge has put these "live" front ends in their 3/4 ton and heavier trucks. It is a proven design, and much more reliable than hubs or center axle disconnects.

-Chuck

With full time/ live axle those parts are always moving which would naturally cause more wear? And drag.