I recently noticed a binding in tight turns when operating 4x4. I suspect it may be due to the fact that it has been mostly in 2x4 operation. A recent post indicated at least once a month operating in 4x4 hi and lo.
ps. new owner

1998 black supercab off road

To expand upon the above and deleting my previous comments, the front wheels literaly lock up as if the brakes were applied. Make a tight turn and take you foot off the accelerator and the truck will come to a complete stop. It takes taking the truck out of 4x4 and backing up to release the braking action. I don't think this is normal in any way shape or form.

I would like to thank all for their input it has been very helpful. This is a great site.

[This message has been edited by waynem (edited 11-17-2000).]

[This message has been edited by waynem (edited 11-19-2000).]

[This message has been edited by waynem (edited 11-20-2000).]

 

this is a normal occurance.. it is actually called "axle wind up" A part of 4x4's from the beginning. Check your "off road" manual that came with the truck, it has a lot of great information.

 

To help illustrate this point, draw a picture of your truck looking down from the sky at it's 4 wheels.

Draw lines which extend from the rear axle shaft.

Turn the wheels hard (direction = your choice) and draw a similar extension thru each front wheel such that all three lines converge at some logical point on the extension from the rear axle.

Now, note that that convergence of lines is the pivot point of your truck -- and now draw four arcs whose radii are each of the distances from the tires to the intersecting lines.

You will note that you now have four completely different arcs. This means that your no two of your tires are turning the same rate as you turn.

When you lock things up left/right (rear axle -- with LS) and Front/Rear (from the 4x4 transfer case) you should see that there is a fight between front and rear to have the sum (left + right) of the pair of wheels on an axle to match the sum of the pair of wheels for the other axle to turn.

The tire with the least traction loses -- and the win/loss changes quickly between left/right/front/back -- such that it's anybody's guess as to which tires will slip and which will grab.

Transfer cases with differentials do not pose this problem, since the front vs rear are free to 'work-it-out' thru the use of the transfer case differential -- and the left-vs-right for each axle are free to work it out between each other due to the differentials in each axle.

This is clear as crystal in my head -- I just hope I made it not-too-cloudy on paper.

Jim

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Y2K™ Jim - N8JG@Hotmail.com

Toreador Red, Keyless XLT SC SB 5.4L E4x4 4wDisc/ABS, 3.73LS, Skid, HD 7700# Towing, LT-245's on Chrome, Tube-Steps, Captain's, 6CD, Tonneau, named: "Nick"

 

I'd bet you were on "dry" pavement which if you read the owners manual, you shouldn't be doing. If you were in sand, snow, mud etc., you wouldn't be able to feel it to such an extreme.
FORDs version of 4x4 is best for true traction whereas some of the other makers and AWD cars can be run on dry pavement but could never match us in the mud.
There is a big difference between 4x4 and AWD.

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2001 F150 SC SPORT 4X4 FLARESIDE
* Black
* 4.6
* awesome factory 10 spoke 17" wheels
* "MAN"ual shift 4x4
* 3.55 Limited slip
* Captains chairs W/console
* Factory tube steps
* Slider

 

JDF,
My NAV's AWD is just a traction control system where as if the rear tires start to slip (SPIN) the Transfer case pops (SLAMS) in the front wheels. (4X4) not much difference since I still have the traction lock 3:73 read diff. No traction lock on the front Diff that I know of. No Hubs either. Although My F150 has traction lock on the front and rear. It does some serious crabbing even in the mud. I would never put it in 4WD on dry pavement. (Blow out a hub for sure).

Fords AWD is different from say Subaru.


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2000 Navigator. Laser Red, Every option. , (4) cams-32 valve Intech (Jaguar design), Cross Induction Intake Manifold, SIX (6) Bolt Mains, K&N FIPK , Superchip, True Duel Flowmaster 50 series. 2X SISO , vented out each side. Rear air deflector, Bug deflector, PIAA, headlights (SUPERWHITE)

Looking at Hitting 400 Hp without a blower. Using in addition, headers (If possible)
(Waiting for JBA to develope Headers)

“91” F150 4X4 Shorty “Ultimate Off Road Edition” Borge Warner T18 4 speed, Traction Lock Front and Rear Differentials., Smitty Built Duel Tube Roll Bar, Moog Super Off Road Coil Springs, Factory 2” Lift Rancho RS 9000 Shocks , Stock Front “QUAD SETUP” 33x12.5 (B.F. Goodrich) Mud Terrain Warn Winch Combo Bush Bar with Warn XD9000I Winch. Full Factory Skid Plates. 302 Long Block, K&N FIPK JBA Chrome Headers, Custom Catback using Flowmaster Muffler, Duel out side behind rear wheel.