Dumb (?) question about locking front hubs
More Turbo
Joined: Oct 2023
Posts: 700
Likes: 478
I was unaware of this change - you're saying there's basically no lockout hub on the passenger side front axle? That's an interesting concept that I would think is either going to have the driver's side axle shaft spinning the opposite direction, OR forcing the front driveshaft to turn. Unless there's an electronic disconnect inside the front differential to eliminate that issue. Still, it doesn't explain why one front axle shaft would be live while the other isn't.
It's an interesting concept that I'd really like more information on - I've never seen it done that way, but I don't see any advantages to it. I have only ever seen both front axle shafts live, or both have some kind of lockout (even Ford's system for the F150), whether there is a disconnect in the front differential or not.
It's an interesting concept that I'd really like more information on - I've never seen it done that way, but I don't see any advantages to it. I have only ever seen both front axle shafts live, or both have some kind of lockout (even Ford's system for the F150), whether there is a disconnect in the front differential or not.
Chrysler Corp has a system of the same concept on some of their 4x4 Jeep and Ram models.
4wd Low
Joined: Jan 2024
Posts: 10
Likes: 0
OK, maybe a dumb question, but.....
2010 F250 with the dreaded ESOF. Outside of a few leaky vacuum lines over the years, it's been pretty much trouble free for me. But, I have got into the habit of manually locking the hubs when I snowplow so I'm sure I'm in 4 wheel drive. I unlock them again when I'm done and will be doing non-4x4 required driving on cleared roads.
A couple of people told me to just leave the hubs manually locked and just shift the transfer case back to 2wd.
So, dumb question: is this advisable? Wouldn't having the hubs locked be mechanically tough on some part of the system? Otherwise, why would you even need the provision to lock and unlock them?
Thanks!
2010 F250 with the dreaded ESOF. Outside of a few leaky vacuum lines over the years, it's been pretty much trouble free for me. But, I have got into the habit of manually locking the hubs when I snowplow so I'm sure I'm in 4 wheel drive. I unlock them again when I'm done and will be doing non-4x4 required driving on cleared roads.
A couple of people told me to just leave the hubs manually locked and just shift the transfer case back to 2wd.
So, dumb question: is this advisable? Wouldn't having the hubs locked be mechanically tough on some part of the system? Otherwise, why would you even need the provision to lock and unlock them?
Thanks!
More Turbo
Joined: Oct 2023
Posts: 700
Likes: 478
Logistics Pro
Joined: May 2017
Posts: 3,523
Likes: 483
From: Southern OH
The front end componets in my Jeeps and Ram 2500 with full time hubs don't wear out any quicker than they do on my F250.
Cargo Master
Joined: Dec 2015
Posts: 2,912
Likes: 506
Thus, I wonder if the latest Rams use it again also? A brief web search indicates it did return in 5th Gen Rams. I'm sure it's a CAFE thing because on paper they can claim another few tenths of MPG
Cargo Master
Joined: Dec 2015
Posts: 2,912
Likes: 506
To continue that logic we should shut our trucks off and coast downhill to preserve the engine, along with some way to uncouple the rear shafts so we can preserve the rear end components. And don't run any unnecessary electrical loads like a radio to preserve the alternator.
Also, as already stated, keeping things spinning up front actually helps lubricate them and ensures they move freely. THE WORST thing you can do for electric shift transfer cases is never use 4wd because that's when the electric shift motors on the t-case seize.
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brentleedragon
1973 - 1979 F-100 & Larger F-Series Trucks
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Nov 20, 2008 08:54 PM
