I was driving to work in the snow this morning, and started thinking about the 4WD system in my truck. Are they all the same when it comes to winter driving? Are some systems "better" than others? Not talking about advanced AWD systems, just regular 4WD systems in pick up trucks.
4x4 systems in different brand 1/2 ton trucks. Are some better than other?
- Thread starter Johnny248
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I think I remember reading about tires being the greatest difference. I also think the weight of the vehicle could help. I would assume that a heavier vehicle could give more traction but it will depend on what you're stuck in. If you're going straight into a mud hole & sinking the lighter vehicle would be better. Other than the general stuff I'm not familiar with the newer 4x4 tech.
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Admittedly, I'm yapping out my rear. I don't know of much difference between 4x4 hardware and my 2004 F150 and my 15 F150. As a consumer I do see a lot more tech surrounding 4x4, especially aimed at making towing a little easier. Parking aids for large loads, trailer brake controls, and lots more sensors to provide feedback to the driver.
Good topic OP. I am interested to hear from those with more knowledge.
Good topic OP. I am interested to hear from those with more knowledge.
My truck has 4 Auto, 4 Lock, 2WD, and 4Low. I have noticed that it seems to hook up better in 4 Lock versus 4 Auto. The only time I ever really use it though is when we get some snow. Never have had it in the mud or dirt.
Without knowing your truck, 4 auto implies to me that it's being clutch/computer controlled and will go into 4WD when the wheel sensors provide the necessary feedback to do so. 4 Lock means 4WD all the time. So it makes sense to me that 4WD would provide a more positive response than 4 Auto.
Sorry, it is a 2011 Ram 1500 BW44-44
On my various Ford trucks over the years, the components look identical. However, the function is now controlled by computer, simply deciding when to engage the front wheels. To the best of my knowledge, there is no clutch in the transfer case.
The one real difference in function is the electronic locking rear axle. They've removed the limited slip, use brake application and throttle reduction to reduce wheelspin with the obviously and annoyingly open diff. I must manually select the locker function which mechanically locks both rear wheels together like a welded axle. This is awesome in really tough conditions, but utterly unusable when simply driving on the street or even on dirt roads in 2WD or 4WD.
Put another way, in the new truck in 2WD when making a turn onto the main road, the truck won't get up and go with full throttle. It will spin the inside tire, apply that brake and reduce the throttle. As oncoming traffic barrels down. The acceleration rate is reduced to grandma rates.
Better in tough conditions, worse for everyday performance driving.
The one real difference in function is the electronic locking rear axle. They've removed the limited slip, use brake application and throttle reduction to reduce wheelspin with the obviously and annoyingly open diff. I must manually select the locker function which mechanically locks both rear wheels together like a welded axle. This is awesome in really tough conditions, but utterly unusable when simply driving on the street or even on dirt roads in 2WD or 4WD.
Put another way, in the new truck in 2WD when making a turn onto the main road, the truck won't get up and go with full throttle. It will spin the inside tire, apply that brake and reduce the throttle. As oncoming traffic barrels down. The acceleration rate is reduced to grandma rates.
Better in tough conditions, worse for everyday performance driving.
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My previous Tundra had an open diff with “electronic” limited slip—it would pull power and brake lines. I could try to power through it, but usually in winter I would disable it if I had to drive in snow. Which could get “interesting” in 2wd at times…
In 4 auto the front differential axles are locked, not freewheeling, but transfer case doesn't send power to the front axle until it senses rear tires losing traction/slipping then its internal clutch engages the front axle. In 4x4 mode transfer case sends power to the front all the time. 4 auto is good for some drivers in the household as they may forget to disengage 4x4 mode when pulling out onto a dry road from dirt or snow conditions yet 4wd will kick when needed.
the auto transfer cases do have a clutch in them to allow for slippage when needed. 4 auto is more like awd than it is true 4 wheel drive. which 4 wheel drive with out lockers is really two wheel drive. you have one drive wheel per axle. but to answer the original question. to my knowledge all manufactures use BorgWarner transfer cases .
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the programming of the traction control and stability control are the big differentiators.
Good point about Stabilitrack at least in GM makes. My truck is AWD all the time and I can turn off TC but not Stabili as it uses the ABS system for 'traction.' It's actually a dangerous system cause if you need to go to get out of a corner or control a slide, it won't allow it.
My 98 F150 4x4 only has 4Hi/4Lo/2WD
Wife's 2014 Armada(Titan Chassis) has 4Hi/4Lo/4Auto and 2WD, but her's has the traction control features. The Armada is very sure footed in the snow and is less of a white knuckle thing, but my truck does fine if you drive like the road is covered in a slippery substance.
04 Escape 4x4 only has an "Auto" and a "4x4" setting, the auto feature lags a bit compared to having it in 4x4. 4x4 works well on it but there is only 4Hi, it has a PTU, no traditional transfer case like the F150 and the Armada have.
Wife's 2014 Armada(Titan Chassis) has 4Hi/4Lo/4Auto and 2WD, but her's has the traction control features. The Armada is very sure footed in the snow and is less of a white knuckle thing, but my truck does fine if you drive like the road is covered in a slippery substance.
04 Escape 4x4 only has an "Auto" and a "4x4" setting, the auto feature lags a bit compared to having it in 4x4. 4x4 works well on it but there is only 4Hi, it has a PTU, no traditional transfer case like the F150 and the Armada have.
IMHO, a part time 4WD system without AUTO mode is worthless for everyday driving in snow. I will never own a 4WD vehicle without it.
I have had 4WD AUTO in every GM truck and SUV I have owned since 1999 and it works very well.
I have had 4WD AUTO in every GM truck and SUV I have owned since 1999 and it works very well.
I know on my generation of Ram's at least (2016) they had either the auto function or another t-case without it.. Generally I only use 4wd when I'm moving around my tractor/trailer off road and there is definitely a delay if I put it in Auto vs locked. I think the folks that are serious off-roaders prefer the box without auto and no clutches. Mine works fine for what I need, I couldn't back up my tractor/trailer on a grass hill without it. As others have mentioned I think the 4wd auto function is what you'd want for snow. Essentially makes the truck AWD.
I found this:
For an XL/XLT, when you turn the knob to 4 high an actuator in the transfer case moves to engage the front output and spin the front driveshaft. At the same time a vacuum solenoid under the hood engages both front hubs (integrated wheel ends in Ford speek). Power is split evenly front and rear with no differential action, so use only on loose surfaces. When you select 4 low a shift fork moves a set of gears in the transfer case to enable more gear reduction. You have to be going slow and in neutral to let it engage smoothly.
On lariat or higher trucks they use a set of clutches on the front output of the transfer case to send power to the front diff. In 4 auto the computer uses sensors to decide when to engage and when to disengage, allowing use on pavement without binding or other wear. In 4 high lock the clutches engage and stay engaged, for all intents and purposes acting the same as the lower level trucks. Same with 4 low. These trucks have the same vacuum actuated IWE setup as the XL/XLT.
All can be combined with an electronic locking rear diff that will send power equally to both rear wheels at lower speeds, automatically disengaging at higher speeds.
The rear transfer case output is always physically connected unless you select the neutral position on the tc, and this is only used for towing behind an RV.
A pal has that on his vehicle and LOVES it. His situation, featuring long trail driveways, is a bit unique in that it's severe.
Not dangerous to the 99% that are clueless on driving out of a skid.
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