4x4 vs all wheel drive
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Joined: Apr 2006
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4x4 vs all wheel drive
Anyone out there that can answer my question would appreciate hearing from you. Can a AWD that you can lock into 4 wheel actually go most places that a 4x4 can. If not why? I have asked questions at dealerships and some say yes and some say no, but not any of them know why.
Post Fiend
Joined: Jul 2006
Posts: 6,948
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Lets understand what the difference betwen the two actually are and I believe the explaination will help to identify an answer.
An AWD system utilizes a viscous coupling or center differential to regulate drivhshaft output speeds while the vehicle is on the streets. See just like a differential in an axle has to compensate for different wheel speeds during a turn, the same is true for front axle speeds VS rear axle speeds in the same turn. The front wheels turn at a different rate than the back during a turn. Failing to compensate for the difference in speeds will put the t-case in a bind and can damage the case, or other component, or at the very least make the vehicle hop or skid a tire as the tension releases some energy. Usually a tire will skid along, or chirp.
Much resistance is felt in the steering wheels as things bind up, and this is no good for the street. By adding a device that will allow the front axle and rear axle to turn at different rates as well as diffentials in the axles to allow each wheel to turn also at different rates / speeds, the result is a smooth turn with zero binding.
All of this is nice for a smooth turn, but what does this actually do? Well a differential will only apply power to the wheel with the least resistance, and the same is true for center differentials or transfer cases used for AWD systems. What does this mean to us and how does it relate to the original question? Well it means that if one axle with the least amount of traction and each axle is doing the same for only one tire, it is possible that the vehicle can get stuck with only one tire having little or no traction. The can prove to be rather embarassing.
The fix:
Make a center differential / transfer case that has a "lock" or coupling that will engage the front and rear outputs exactly one to one. This eliminates the problems mentioned above, but is only suitable for off road use. Again remember the whole problem with making a turn on the street? Well the true 4wd system cant permit the front and rear outputs to turn at different rates so the vehicle has problems in high traction conditions.
Some AWD systems do not offer a center or transfer case lock mode and are always just on AWD. This means that these vehicles are not as capable as a true 4wd system.
The AWD system that can lock up the front and rear outputs can be equally as capable as a regular 4wd system and really have the best of both worlds.
Fairly complex in design, and often this complexity brings a certain level of failure or potantial failure, but thats another story.
Hope that sort of explains the how, and the why to your question.
An AWD system utilizes a viscous coupling or center differential to regulate drivhshaft output speeds while the vehicle is on the streets. See just like a differential in an axle has to compensate for different wheel speeds during a turn, the same is true for front axle speeds VS rear axle speeds in the same turn. The front wheels turn at a different rate than the back during a turn. Failing to compensate for the difference in speeds will put the t-case in a bind and can damage the case, or other component, or at the very least make the vehicle hop or skid a tire as the tension releases some energy. Usually a tire will skid along, or chirp.
Much resistance is felt in the steering wheels as things bind up, and this is no good for the street. By adding a device that will allow the front axle and rear axle to turn at different rates as well as diffentials in the axles to allow each wheel to turn also at different rates / speeds, the result is a smooth turn with zero binding.
All of this is nice for a smooth turn, but what does this actually do? Well a differential will only apply power to the wheel with the least resistance, and the same is true for center differentials or transfer cases used for AWD systems. What does this mean to us and how does it relate to the original question? Well it means that if one axle with the least amount of traction and each axle is doing the same for only one tire, it is possible that the vehicle can get stuck with only one tire having little or no traction. The can prove to be rather embarassing.
The fix:
Make a center differential / transfer case that has a "lock" or coupling that will engage the front and rear outputs exactly one to one. This eliminates the problems mentioned above, but is only suitable for off road use. Again remember the whole problem with making a turn on the street? Well the true 4wd system cant permit the front and rear outputs to turn at different rates so the vehicle has problems in high traction conditions.
Some AWD systems do not offer a center or transfer case lock mode and are always just on AWD. This means that these vehicles are not as capable as a true 4wd system.
The AWD system that can lock up the front and rear outputs can be equally as capable as a regular 4wd system and really have the best of both worlds.
Fairly complex in design, and often this complexity brings a certain level of failure or potantial failure, but thats another story.
Hope that sort of explains the how, and the why to your question.
Senior User
Joined: Aug 2008
Posts: 216
Likes: 0
From: South Africa
Lets understand what the difference betwen the two actually are and I believe the explaination will help to identify an answer.
An AWD system utilizes a viscous coupling or center differential to regulate drivhshaft output speeds while the vehicle is on the streets. See just like a differential in an axle has to compensate for different wheel speeds during a turn, the same is true for front axle speeds VS rear axle speeds in the same turn. The front wheels turn at a different rate than the back during a turn. Failing to compensate for the difference in speeds will put the t-case in a bind and can damage the case, or other component, or at the very least make the vehicle hop or skid a tire as the tension releases some energy. Usually a tire will skid along, or chirp.
Much resistance is felt in the steering wheels as things bind up, and this is no good for the street. By adding a device that will allow the front axle and rear axle to turn at different rates as well as diffentials in the axles to allow each wheel to turn also at different rates / speeds, the result is a smooth turn with zero binding.
All of this is nice for a smooth turn, but what does this actually do? Well a differential will only apply power to the wheel with the least resistance, and the same is true for center differentials or transfer cases used for AWD systems. What does this mean to us and how does it relate to the original question? Well it means that if one axle with the least amount of traction and each axle is doing the same for only one tire, it is possible that the vehicle can get stuck with only one tire having little or no traction. The can prove to be rather embarassing.
The fix:
Make a center differential / transfer case that has a "lock" or coupling that will engage the front and rear outputs exactly one to one. This eliminates the problems mentioned above, but is only suitable for off road use. Again remember the whole problem with making a turn on the street? Well the true 4wd system cant permit the front and rear outputs to turn at different rates so the vehicle has problems in high traction conditions.
Some AWD systems do not offer a center or transfer case lock mode and are always just on AWD. This means that these vehicles are not as capable as a true 4wd system.
The AWD system that can lock up the front and rear outputs can be equally as capable as a regular 4wd system and really have the best of both worlds.
Fairly complex in design, and often this complexity brings a certain level of failure or potantial failure, but thats another story.
Hope that sort of explains the how, and the why to your question.
An AWD system utilizes a viscous coupling or center differential to regulate drivhshaft output speeds while the vehicle is on the streets. See just like a differential in an axle has to compensate for different wheel speeds during a turn, the same is true for front axle speeds VS rear axle speeds in the same turn. The front wheels turn at a different rate than the back during a turn. Failing to compensate for the difference in speeds will put the t-case in a bind and can damage the case, or other component, or at the very least make the vehicle hop or skid a tire as the tension releases some energy. Usually a tire will skid along, or chirp.
Much resistance is felt in the steering wheels as things bind up, and this is no good for the street. By adding a device that will allow the front axle and rear axle to turn at different rates as well as diffentials in the axles to allow each wheel to turn also at different rates / speeds, the result is a smooth turn with zero binding.
All of this is nice for a smooth turn, but what does this actually do? Well a differential will only apply power to the wheel with the least resistance, and the same is true for center differentials or transfer cases used for AWD systems. What does this mean to us and how does it relate to the original question? Well it means that if one axle with the least amount of traction and each axle is doing the same for only one tire, it is possible that the vehicle can get stuck with only one tire having little or no traction. The can prove to be rather embarassing.
The fix:
Make a center differential / transfer case that has a "lock" or coupling that will engage the front and rear outputs exactly one to one. This eliminates the problems mentioned above, but is only suitable for off road use. Again remember the whole problem with making a turn on the street? Well the true 4wd system cant permit the front and rear outputs to turn at different rates so the vehicle has problems in high traction conditions.
Some AWD systems do not offer a center or transfer case lock mode and are always just on AWD. This means that these vehicles are not as capable as a true 4wd system.
The AWD system that can lock up the front and rear outputs can be equally as capable as a regular 4wd system and really have the best of both worlds.
Fairly complex in design, and often this complexity brings a certain level of failure or potantial failure, but thats another story.
Hope that sort of explains the how, and the why to your question.
Post Fiend
Joined: Apr 2008
Posts: 5,338
Likes: 3
From: Grants Pass, Oregon
Further confusion comes from the fact that at one time,International Harvester used the term "All Wheel Drive" to identify its trucks with a front drive......it was actually no different from the other manufacturers 4x4 systems,but IH wanted to give it a different name......many of the current generation of vehicles called "all wheel drive",also dont possess a "low range/high range" option,so gearing alone often makes them less capable off-road....finally the all wheel drive vehicles are frequently lower ground clearance vehicles designed for good handling on pavement during rainy or snowy conditions....
Post Fiend
Joined: Apr 2008
Posts: 5,338
Likes: 3
From: Grants Pass, Oregon
Willie.... i see youve been here over 3 years,but only posted a few times.......Jump on in my friend,its typically a pretty fun place......Ive enjoyed it,had fun,and certainly appreciated some very helpful info ive gotten when i had a question or problem.....
Cargo Master
Joined: Sep 2003
Posts: 2,110
Likes: 32
From: southwest pa
75f350, thats exactly what i would have said if i cared enough. as far as ground clearance and gearing, thats only a little relevant to the question. there are plenty of trucks from the 70s with the 203 fulltime case.
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Post Fiend
Joined: Apr 2008
Posts: 5,338
Likes: 3
From: Grants Pass, Oregon
If you dont care,why even bother saying anything.......its relevant to the fact that the typical "all wheel drive" vehicle is designed for a completely different customer than the vehicle marketed as "4x4"..........and as far as relevance goes,who mentioned a 203 case?
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Post Fiend
Joined: Jun 2002
Posts: 13,873
Likes: 3
From: Atlanta GA
> Can a AWD that you can lock into 4 wheel actually go most places that a 4x4 can
Some of the newer AWD can go more places then regular 4x4 can because they use locking diff. or clutches and the brake system to prevent wheel spin, basically acting as a locker. Usually they have a 4lo option too.
An Escape AWD is basically meant to be used on road, a AWD Land Rover is designed to be used on and off road.
Some of the newer AWD can go more places then regular 4x4 can because they use locking diff. or clutches and the brake system to prevent wheel spin, basically acting as a locker. Usually they have a 4lo option too.
An Escape AWD is basically meant to be used on road, a AWD Land Rover is designed to be used on and off road.
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