Labswine
Well-Known Member
- First Name
- Steven
- Joined
- Jun 18, 2020
- Threads
- 21
- Messages
- 773
- Reaction score
- 1,101
- Location
- West Chester, Pennsylvania
- Vehicle(s)
- 2020 Gladiator Overland, 2019 GC Ltd
- Occupation
- Retired
In 4FT, it's a hard lock front to rear and the shafts and axles will turn together. In 4PT, it's a viscous coupling that allows a little slip between the front and rear so no binding on dry pavement PLUS, and this is the total advantage of it, it detects slippage from either drive shaft and transmits the power to the one that is NOT slipping.Also - so all this talk about on road performance. Which is great of course. But how well would this transfer case hold up to actually being in 4H or 4L when truly off road? Does it actually 'lock' via gear into 4H or 4L? or is it still powered by viscus clutch like when it is in 4-auto? I think that makes a big difference? For someone strictly on road, then maybe no big deal but for some looking to be in situations requiring full use of 4H/L then strength and integrity would be important.
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