10 minutes is all it took for you to make that clear? Really awesome job, man! I was a bit afraid of that diagram before watching the video, but you really did a good job explaining the whole thing. Thanks!
The lower gear set is for high torque low wheel speed. The high gear selector (which your car is usually in) can't gear down this low, even in 1st/2nd. Now you could use second gear high for something like going down a mountain where you don't want to overheat your brakes.
It of course, depends on the application. Open is fine for everyday cars. An LSD is beneficial in many applications such as racing, or even towing. Locked diffs are great off road, but terrible on the road.
If it's a setup with 2WD and 4 wheel drive, using a transfer case, there wouldn't be a center diff. Center diffs are used in AWD vehicles to balance the power/speed distribution from front to back, rather than a "locked" set-up as shown in this video.
It could be incorporated into the transmission. Not entirely sure for the reasoning, but if it's not, it allows you to use the same transmission across multiple platforms, making the transmission more versatile rather than for just 4WD vehicles.
"Now this diagram might look a bit tricky at first..." I laughed out loud at that. Edit: Just finished the video and I have to say you did a great job explaining it. Well done.
Actually in my next video I'll be discussing viscous couplings as part of it. Pair a viscous coupling with an open diff, and you've got a basic viscous limited slip differential.
I was not having a single idea of how a transfer case works. Infact i didnt know what is it for. But in 10 mins you made me understand working of every single part of a transfer case. Great Job! Thank you!
Pause 2:01 if you don't know what a drive shaft is look for a video explaining... Great video man. Just as a heads up you can drive a 4wd vehicle with no trans fluid in the transfer case. It just won't go in to 4wd or on an AWD vehicle it won't engage the front wheels when they slip.. please continue.
Your videos are very informative and nicely explained with the white board! It's a nice learning tool for beginners or even a refresher for those familiar with the systems. Great work!
The first time I couldn't follow a thing. I paused for a while, watched the sketch u drew. And the second time I saw the video it all made sense.... thanks alot for the video.....couldnt ask for for a better tutor
They will spin at the same rate, though if you wanted to make things complicated you could use a different gear ratio diff at the front to make up for a different gear ratio in the transfer case. Probably not the easiest solution though, 1:1 should be used in the transfer case. The model in the top left isn't the most accurate drawing. :)
Tell me about it. If there was a better way I would try to do it. But it doesn't seem time effective to make 3D models, and I won't use copyright images so that makes it a little difficult. My girlfriend hasn't watched a single one of my videos all the way through, she also becomes quite bored. How supportive, right? Oh well, I try to explain a lot of it to her anyways.
I’ve been thinking about something. Would it be possible to have a FWD, RWD, and 4x4 transfer case on pickup trucks? FWD would be great for driving in rain and snow without weight in the bed, but you still need the RWD for towing, and 4x4 would still be wanted by most. With the geometry of the transfer case, would it be possible to have all 3 of these drive types?
Excellent video! Was trying to wrap my head around my Jeep's transfer case and 10mins later I got a pretty good understanding of how it works. Love it when that happens!
Engineering explained. Binge watching. Your videos and explanations are outstanding in every way. You have a gift to get the viewer excited about your presentations. Are you an engineer...or a salesman? You always make your points. Your college professors must be proud...and of course you should be proud of yourself for applying yourself in a very exceptional way. Awesome job...Thank you.
I've been watching your videos for some time , you are doing a really good job explaining different systems in Automobiles I just have one question : How about the red gear ( that is connected to the front shaft ), Does it rotate on bearing, while the 2WD is activated ? Am really thankful for your hard work keep it up..
Thanks for your response. Reasons for my question, is that my 4x4 has an open differential at the rear, and going offroading is a bit of a pain, so i was wondering to replace the rear diff with an LSD or E-LSD.
Can you safely tow a 4WD on all 4 wheels by just disconnecting the drive shaft? Will the transmission still spin if the cv axles are still attached? Or would you have to also disconnect the front cv axles?
It seriously concerns me that i grasped this in one try whereas i had to watch camber and toe-in/out twice for me to click. I know this was uploaded a long time ago but i want to say that i found your channel last night and have powered through all your uploads up to this point; you're great at explaining all the technologies i've previously assumed to be rocket science ^_^ Thanks a bunch
Very, very, nice. I ended up on your channel after one of my viewers commented on a leak that developed with my transfer case. He called it "Pump-rub" (a pin hole develops in the transfer casing itself and starts leaking) the repair kit and procedure were also given. I have no affiliation with these folks but googling Merchant Automotive Pump Rub will get you to the repair kit and what appear to be nicely written instructions. I've not tried it yet but I can see it coming...
great video mate. Im a first yr apprentice mechanic, and this has made the transfer box very easy to understand. I'll keep following your vids. from Simon, Western Australia.
yeah thanks man, thats why i was wondering since the wheels obviously have to spin at the same (or maybe similar with a differential..) and i was wondering what happens there since i haven't myself had an opportunity to see the inside of one. figured it would then have to be 1:1. well thanks man, looking forward to the next video!
i will ask the same question: why do the two gear discs in the transfer case, which are connected through the chain differ in their radius? doesnt it make the front shaft spinning faster than the one for rear tires?
Could you please explain the mechanical operation of 4H...how it works with the transfer case and front differential vs rear differential? There's a lot of confusing/conflicting information about how 4H works...especially within launching (drag race/quarter-mile) applications.
Planetary Gear sets are used quite often. The draw back is that the power is not divided equally, just based purely on the nature of planetary gear sets!
Thanks I actually just ordered the automotive technology which I am using for my shop class..but I am interested in learning beyond on that and I might just get those books you recommended. Thank you very much, oh and thanks for the very good explanations you give it really helps. Keep it up, I'll be watching more.
the best one for a sports car would be like 80% power to rear and 20% to front? or 100% to rear then a little bit to front when detects slippage right?
firstly thanks for thevideo as it happened before. each and every thimg becomes clear and one more thing mate, i may be wrong but i guess there is a small mistake in your diagram. in 3 section the blue coupling may be connected to the green shaft and allow to enable to wheel drive and when we shift it , it will connect both ie front and rear axle
So, both center differential and transfer case are utilized in order to make a 4WD steer properly. Then, where is the center differential located in a 4WD? Is it in the transfer case or what?
Holy crap. I'm so glad I found the right Google keywords to take me to this channel. This is so helpful already, and your other videos look great for what I'm trying to learn about for this project I'm working on! Thanks for the great material!
So with the gear on the front driveshaft being smaller than the the gear on the main driveshaft, that would mean the front drive shaft spins faster and with less torque. Would the front differential have a higher gear ratio than the rear diff?
When he was explaining the High-Low gearing section of the diagram... was that a simplified analogue of a transmission, or was it actually part of the transfer case and separate from the transmission?
FANTASTIC videos! Just bought 1st 4x4 (01 Silverado) and your videos have really helped me understand how they work. Very clear, easy to understand. Keep up the great work! I am curious - PT 4x4 - Is the transfer case "engaged" when driving in 2wd? If the chain in the case were to break/snap, I understand they stretch/wear over time and use, would I be walking? It seems that when in 2wd, power simply passes through the case to the rear. Not that simple? I appreciate your input.
So, to engage 4L, in what gear does the transmission need to be? In my truck, either the lever won't move or the gears grind when it does, whether I'm in park, neutral, or drive.
hello again, I have one other follow up question, you addressed the high/low function in your video but my 1996 Land Cruiser also has a neutral position. what should happen if you put the high/low lever in neutral? should the truck still drive? in this case which wheels should have power? I look forward to your thoughts, thanks again.
At switching from high to low gear... When the selector arm pushes the blue shaft to the gear on the right... what makes sure that the Reduction gears are not connected to the entire shaft thats now transmitting power?
so I dropped the T case and it looks good. all the gears more the only thing that seems to be wrong with it is the shifter fork shafts don't move ? should they move easily ?
on 8:35 you said that this green shaft between chain and this closest red gear on right side doesnt rotate when you use fwd? how then torque from the engine transfers to fwd?
So the front and rear shaft always receive the same torque and power, is that correct? Also, if the transfer case does not have an option of high/low gear setting, and it always engages in 4wd, then what's the difference between the transfer case and a locking differential?
BMR mech 1 used to work for BMR and I stated getting the $100 dollar diagnoses from regular BMR only for people that noticed that I did not fully make that apparent below.
Nice video. I have a question. In other videos/texts they say 4WD splits the torque 50-50 between the front and the back axe but seen your explanation the torque doesn't go 50-50 but it splits in a way that goes more to the path of more resistance, so that front and back axe turn at same speed. Am I right?
you are obvious ly a brilliant engineer, however, if you could find a program that animates the affected parts as you speak that would be so much more helpful. thanks for the videos, keep them coming. by the way, I have a puzzle I am trying to solve on my 1996 Toyota Land Cruiser, which has a full-time 4x4 system. the previous owner took off the front prop shaft to make it a RWD truck for ease of operation on dry surfaces. I would like to reattach the prop shaft to get 4x4 functionality but I notice that the output flange on the front diff spins freely Wight th prop shaft off. is this normal or shoul the front diff be locked in place? I look forward to your thoughts. thanks.
how is made certain that the connectors can connect into the holes on the gear. If the shaft is spinning then there must be some discrepancy when you try to connect them. Even if the shaft is stopped, there is no guarantee the holes will align, so how is it ensured they connect adequately? thanks.
I did not mention but should have added to my last post the wine from the transfer case/transmission sounds like a low gear wine and not the normal sound. If that makes any sense. I know when I had my 4x4 jeep and went to a lower gear it sounds like the BMR X5 now and that's why I think the chain may be strained in my transfer case. I'm not sure a little lost wanting to trade it in @ this point but have put many $ in the last year into it.
Is it possible you could explain how a dual transfer case set up would work in one of your videos? ive learnt alot from what you have posted and have always been curious about that
+Charlotte Gibson Dual transfer case is just another set of reduction gears at the front. Looking at the video if you add another set of the red reduction gears between the engine input shaft at the green main shaft you have a dual transfer case. The part where it gets confusing is the 4wd selection part, which you only have 1. The transfer case and 4WD selection are 2 separate things and you can have multiple range selection. Atlas make a custom 3 speed transfer case (as an example) that has 2H, 4H, 2L, 4L and 2L(2) and 4L(2).
How do rpms mix up when you put both of them in neutral and have them all tangled will I need to set the transmission in 3rd and move the transfer case in 4h or neutral? Then try adjusting the axles again
I've never driven a part time 4WD vehicle before so how are you suppose to use L and H range that's in the transfer case? If you use 4X4 L then you must use L transmission gear or can it be 2 or D gear as well?
Thanks for this video. I'm thinking with your explanation and another video here that I can rebuild my transfer case. It's an older 2001 X5 BMR and it makes a noise when you take your foot off the pedal. It's AWD but sound like a old 4WD coming down off acceleration. Sounds fine normal driving but when your foot comes off the pedal it starts a 4WD gear wine. Not sure how to explain but sounds normal if you've had old 4 wheel drive truck. Right now not sure if it's the transfer case or the transmission but took it to an BMR mech and he could not decide either. Will get it diagnosed and pay the $100 so dollars @ BMR and hope to take this challenge to my garage. That being said thanks for your video and I have a better understanding about the transfer case and think that is the real issue. Will update you when I find out.
Hi, I've got an AWD 1997 Chevy Astro. I'm pretty sure one of the front axles broke, so now I'm driving in 2wd RWD. My question has to do with something my mechanic said. It was my understanding that if there were a broken axle, or any other reason one wheel was not touching the ground, all of the torque would go to that wheel/axle, escaping through the path of least resistance. So, I figured that since I was able to still drive, that my transfer case must be working, locking up to ensure that torque goes to the rear axle. My mechanic is saying that the transfer case might be the entire problem, and that if the viscous coupler were to stop working, power would go to the rear axle, but be unable to transfer power to the front axle. Do you know which it is on my vehicle? Does this transfer case always give power to the rear axle and only give power to the front axle when slip occurs, or is it more like a standard differential, where it sends power in both directions all the time, but locks up when power try's to escape one direction or an other? Does my question make sense?
Nice explanation and use of drawings. My question is why the low option on the transfer case is only available with the 4wd engaged. From your drawing, it appears that the high/low could be changed independently of the 2/4wd. Perhaps you drew it that way for simplicity; perhaps engineers know that low is not necessary in 2wd. Would it be too complex to actually make and explain a diagram that shows how it's possible to lay out a transfer case where the low option is only available with 4wd engaged? Thanks.
+Aravind Dileepan you are correct, they can be selected independently. The challenge becomes the torque increase, if you have 400Nm of torque available (lets assume not other gearing here) and a 3:1 transfer case then you would have 1200Nm of torque to play with (assuming no friction losses). If you put that through the rear wheels only then you will break things. If you have the front wheels engaged then each axle gets 600Nm of torque which is a 50% increase no a 300% increase. This means no (or less) breakage of parts.
Can someone explain to me why does the reduction gears dont have an effect if the dog gears are connected? Arent they still spinning with the input shaft?
10 minutes is all it took for you to make that clear? Really awesome job, man! I was a bit afraid of that diagram before watching the video, but you really did a good job explaining the whole thing. Thanks!
Thoughts exactly he did pretty good!
a trick : watch movies at Flixzone. Been using it for watching a lot of movies recently.
@Luke Isaac yup, have been watching on Flixzone for since december myself :)
10 years later and I still hit up EE for things l run into at work. What a legend. Started out great and got even better
The high/low is for all wheels. It's essentially like using a lower gear in the transmission.
The lower gear set is for high torque low wheel speed. The high gear selector (which your car is usually in) can't gear down this low, even in 1st/2nd. Now you could use second gear high for something like going down a mountain where you don't want to overheat your brakes.
It of course, depends on the application. Open is fine for everyday cars. An LSD is beneficial in many applications such as racing, or even towing. Locked diffs are great off road, but terrible on the road.
you make every concept so simple, thank you so much dude, i speak for every one when i express my appreciation.
You're welcome, thanks for watching!
I was just thinking the same thing
@@EngineeringExplained mmmqkqaakk1qkqkak!)
If it's a setup with 2WD and 4 wheel drive, using a transfer case, there wouldn't be a center diff. Center diffs are used in AWD vehicles to balance the power/speed distribution from front to back, rather than a "locked" set-up as shown in this video.
There's a selector for it. Yes, you can be in drive (D) in low gear (L), or in second (2) and low gear (L).
It could be incorporated into the transmission. Not entirely sure for the reasoning, but if it's not, it allows you to use the same transmission across multiple platforms, making the transmission more versatile rather than for just 4WD vehicles.
"Now this diagram might look a bit tricky at first..." I laughed out loud at that.
Edit: Just finished the video and I have to say you did a great job explaining it. Well done.
Actually in my next video I'll be discussing viscous couplings as part of it. Pair a viscous coupling with an open diff, and you've got a basic viscous limited slip differential.
I was not having a single idea of how a transfer case works. Infact i didnt know what is it for. But in 10 mins you made me understand working of every single part of a transfer case.
Great Job! Thank you!
I was very impressed one so young knew so much about this. Kudos to those who go into trades like mechanics.
I used one called shigley's mechanical engineering design. It's great for the design of things, such as chains, clutches, flywheels, etc..
Pause 2:01 if you don't know what a drive shaft is look for a video explaining... Great video man. Just as a heads up you can drive a 4wd vehicle with no trans fluid in the transfer case. It just won't go in to 4wd or on an AWD vehicle it won't engage the front wheels when they slip.. please continue.
Your videos are very informative and nicely explained with the white board! It's a nice learning tool for beginners or even a refresher for those familiar with the systems. Great work!
The first time I couldn't follow a thing. I paused for a while, watched the sketch u drew. And the second time I saw the video it all made sense.... thanks alot for the video.....couldnt ask for for a better tutor
This is phenomenal, not many people can explain so clearly
I may have forgotten to include it as an annotation. Check the video description, it's the second link I listed.
Just like in manual transmission, synchronizers can be used. I should make a video on these.
Yes, some do the opposite. I know the Golf R disconnects the rear axle on highways (completely different system, but you get the idea).
They will spin at the same rate, though if you wanted to make things complicated you could use a different gear ratio diff at the front to make up for a different gear ratio in the transfer case. Probably not the easiest solution though, 1:1 should be used in the transfer case. The model in the top left isn't the most accurate drawing. :)
really good job explaining this. I have tried to explain this to my kids and NEVER could....you did it.
Thanks David!
Not sure of the exact numbers but yeah that could work.
Thanks, glad you liked it.
Man your explanations really clarify things. Great job. Makes me wish I'd been an engineer.
Interesting, glad you enjoyed the video!
Tell me about it. If there was a better way I would try to do it. But it doesn't seem time effective to make 3D models, and I won't use copyright images so that makes it a little difficult. My girlfriend hasn't watched a single one of my videos all the way through, she also becomes quite bored. How supportive, right? Oh well, I try to explain a lot of it to her anyways.
I’ve been thinking about something. Would it be possible to have a FWD, RWD, and 4x4 transfer case on pickup trucks? FWD would be great for driving in rain and snow without weight in the bed, but you still need the RWD for towing, and 4x4 would still be wanted by most. With the geometry of the transfer case, would it be possible to have all 3 of these drive types?
When I first started watching your clip i thought the picture was a mess but you teaching method was thorough and concise... Great job.
Excellent video! Was trying to wrap my head around my Jeep's transfer case and 10mins later I got a pretty good understanding of how it works. Love it when that happens!
Thanks! If the video was continuous, then yes, one take. If there are new scenes that's typically where I mess up. Cheers!
Engineering explained. Binge watching. Your videos and explanations are outstanding in every way. You have a gift to get the viewer excited about your presentations. Are you an engineer...or a salesman? You always make your points. Your college professors must be proud...and of course you should be proud of yourself for applying yourself in a very exceptional way.
Awesome job...Thank you.
Both, but your option could be limited to high/low rather than both high/low and 2wd/4wd.
I've been watching your videos for some time , you are doing a really good job explaining different systems in Automobiles
I just have one question : How about the red gear ( that is connected to the front shaft ), Does it rotate on bearing, while the 2WD is activated ?
Am really thankful for your hard work
keep it up..
Glad you enjoy the videos! Yes, the red gear would rotate on bearings, as would the other shafts as well to minimize friction.
Hmm, so it doesn't work anymore? Sounds like transfer case as the transmission would likely stay in the same gear.
Thanks for your response. Reasons for my question, is that my 4x4 has an open differential at the rear, and going offroading is a bit of a pain, so i was wondering to replace the rear diff with an LSD or E-LSD.
You never cease to amaze me with how simple you can make a difficult subject do that anyone can understand it. Cheers to you and thanks!
Can you safely tow a 4WD on all 4 wheels by just disconnecting the drive shaft? Will the transmission still spin if the cv axles are still attached? Or would you have to also disconnect the front cv axles?
It seriously concerns me that i grasped this in one try whereas i had to watch camber and toe-in/out twice for me to click.
I know this was uploaded a long time ago but i want to say that i found your channel last night and have powered through all your uploads up to this point; you're great at explaining all the technologies i've previously assumed to be rocket science ^_^ Thanks a bunch
Very, very, nice. I ended up on your channel after one of my viewers commented on a leak that developed with my transfer case. He called it "Pump-rub" (a pin hole develops in the transfer casing itself and starts leaking) the repair kit and procedure were also given. I have no affiliation with these folks but googling Merchant Automotive Pump Rub will get you to the repair kit and what appear to be nicely written instructions. I've not tried it yet but I can see it coming...
Don't know, you could probably check the manual or have a quick google search.
I know ur diagram is simplified but it is very clear how it works w your explanation. Reminds me of a motorcycle gearbox. Cool!
great video mate. Im a first yr apprentice mechanic, and this has made the transfer box very easy to understand. I'll keep following your vids. from Simon, Western Australia.
Yes, in 2WD power simply passes through to the rear. You could make it home, thankfully someone thought it out haha
my lada niva has an AWD transfercase. i guess it has a lockable differential instead of the chain connection in your video
Good job ... might want to use the term "coupler" in place of "gear" on shaft that engages four wheel drive.
yeah thanks man, thats why i was wondering since the wheels obviously have to spin at the same (or maybe similar with a differential..) and i was wondering what happens there since i haven't myself had an opportunity to see the inside of one. figured it would then have to be 1:1. well thanks man, looking forward to the next video!
Thanks for taking the time to make these videos.
You do a great job of simplifying and explaining each part/process.
i will ask the same question:
why do the two gear discs in the transfer case, which are connected through the chain differ in their radius?
doesnt it make the front shaft spinning faster than the one for rear tires?
Dude you are so good at explaining things, thank you
Could you please explain the mechanical operation of 4H...how it works with the transfer case and front differential vs rear differential? There's a lot of confusing/conflicting information about how 4H works...especially within launching (drag race/quarter-mile) applications.
Planetary Gear sets are used quite often. The draw back is that the power is not divided equally, just based purely on the nature of planetary gear sets!
Thank you Sir...
This video help me a lot in understanding the Concept of 4 Wheel Drive
i think you have selector arm arrows backwards. wouldn't low point to the 3:1 ratio and high point to the 1:1 gear?
Thanks I actually just ordered the automotive technology which I am using for my shop class..but I am interested in learning beyond on that and I might just get those books you recommended. Thank you very much, oh and thanks for the very good explanations you give it really helps. Keep it up, I'll be watching more.
the best one for a sports car would be like 80% power to rear and 20% to front?
or 100% to rear then a little bit to front when detects slippage right?
firstly thanks for thevideo
as it happened before. each and every thimg becomes clear
and one more thing mate, i may be wrong but i guess there is a small mistake in your diagram. in 3 section the blue coupling may be connected to the green shaft and allow to enable to wheel drive and when we shift it , it will connect both ie front and rear axle
Your videos are extremely helpful and clear. Can you please post something about the coil and the encoder, how they work in the transfer case?
So, both center differential and transfer case are utilized in order to make a 4WD steer properly. Then, where is the center differential located in a 4WD? Is it in the transfer case or what?
Not Simple But Crystal Clear !
Many Thanks !
Holy crap. I'm so glad I found the right Google keywords to take me to this channel. This is so helpful already, and your other videos look great for what I'm trying to learn about for this project I'm working on! Thanks for the great material!
Watched this video and you explained things so simply...I was so impressed I'm now working through your backlog of tutorials....Cheers
Yeah my picture wasn't too great. Should be more of a 1:1 ratio.
what are the 1:1 gear ratios? The 3 gears used used in 4low?
So with the gear on the front driveshaft being smaller than the the gear on the main driveshaft, that would mean the front drive shaft spins faster and with less torque. Would the front differential have a higher gear ratio than the rear diff?
Nice easy way to get an understanding of how it works. Thanks
Method to my madness, haha, glad it was clear!
When he was explaining the High-Low gearing section of the diagram... was that a simplified analogue of a transmission, or was it actually part of the transfer case and separate from the transmission?
FANTASTIC videos! Just bought 1st 4x4 (01 Silverado) and your videos have really helped me understand how they work. Very clear, easy to understand. Keep up the great work!
I am curious - PT 4x4 - Is the transfer case "engaged" when driving in 2wd? If the chain in the case were to break/snap, I understand they stretch/wear over time and use, would I be walking? It seems that when in 2wd, power simply passes through the case to the rear. Not that simple?
I appreciate your input.
So, to engage 4L, in what gear does the transmission need to be? In my truck, either the lever won't move or the gears grind when it does, whether I'm in park, neutral, or drive.
hello again, I have one other follow up question, you addressed the high/low function in your video but my 1996 Land Cruiser also has a neutral position. what should happen if you put the high/low lever in neutral? should the truck still drive? in this case which wheels should have power? I look forward to your thoughts, thanks again.
So on the older manual Subarus would the front diff and transfer case be both part of the transmission?
At switching from high to low gear... When the selector arm pushes the blue shaft to the gear on the right... what makes sure that the Reduction gears are not connected to the entire shaft thats now transmitting power?
so I dropped the T case and it looks good. all the gears more the only thing that seems to be wrong with it is the shifter fork shafts don't move ? should they move easily ?
You've done a really good job of explaining this, thanks man.
on 8:35 you said that this green shaft between chain and this closest red gear on right side doesnt rotate when you use fwd? how then torque from the engine transfers to fwd?
So the front and rear shaft always receive the same torque and power, is that correct?
Also, if the transfer case does not have an option of high/low gear setting, and it always engages in 4wd, then what's the difference between the transfer case and a locking differential?
Great series of videos on four wheel drive. They have really helped me understand the basic mechanics.
BMR mech 1 used to work for BMR and I stated getting the $100 dollar diagnoses from regular BMR only for people that noticed that I did not fully make that apparent below.
Love it when engaged it makes a clicking sound.
well done video, the visual model really helped understanding the collars and the purpose they serve.
Nice video. I have a question. In other videos/texts they say 4WD splits the torque 50-50 between the front and the back axe but seen your explanation the torque doesn't go 50-50 but it splits in a way that goes more to the path of more resistance, so that front and back axe turn at same speed. Am I right?
you are obvious ly a brilliant engineer, however, if you could find a program that animates the affected parts as you speak that would be so much more helpful. thanks for the videos, keep them coming. by the way, I have a puzzle I am trying to solve on my 1996 Toyota Land Cruiser, which has a full-time 4x4 system. the previous owner took off the front prop shaft to make it a RWD truck for ease of operation on dry surfaces. I would like to reattach the prop shaft to get 4x4 functionality but I notice that the output flange on the front diff spins freely Wight th prop shaft off. is this normal or shoul the front diff be locked in place? I look forward to your thoughts. thanks.
Thank you for posting this video my friend. Great explanation , couldn't ask for better ! Great clear drawing chart as well. Stay safe
how is made certain that the connectors can connect into the holes on the gear. If the shaft is spinning then there must be some discrepancy when you try to connect them. Even if the shaft is stopped, there is no guarantee the holes will align, so how is it ensured they connect adequately? thanks.
This is perfectly useful for helping me with my transfer case assignment, thanks for uploading.
I did not mention but should have added to my last post the wine from the transfer case/transmission sounds like a low gear wine and not the normal sound. If that makes any sense. I know when I had my 4x4 jeep and went to a lower gear it sounds like the BMR X5 now and that's why I think the chain may be strained in my transfer case. I'm not sure a little lost wanting to trade it in @ this point but have put many $ in the last year into it.
Is it possible you could explain how a dual transfer case set up would work in one of your videos? ive learnt alot from what you have posted and have always been curious about that
+Charlotte Gibson Dual transfer case is just another set of reduction gears at the front. Looking at the video if you add another set of the red reduction gears between the engine input shaft at the green main shaft you have a dual transfer case.
The part where it gets confusing is the 4wd selection part, which you only have 1. The transfer case and 4WD selection are 2 separate things and you can have multiple range selection. Atlas make a custom 3 speed transfer case (as an example) that has 2H, 4H, 2L, 4L and 2L(2) and 4L(2).
How do rpms mix up when you put both of them in neutral and have them all tangled will I need to set the transmission in 3rd and move the transfer case in 4h or neutral? Then try adjusting the axles again
Dude can you tell me please,are the reduction gears always connected to the engine shaft,or only when you're using low gears?
you taught me more than my professor!! well done!
I've never driven a part time 4WD vehicle before so how are you suppose to use L and H range that's in the transfer case? If you use 4X4 L then you must use L transmission gear or can it be 2 or D gear as well?
thank you for this video. it helped to explain how a 4:1 transfer case works
Great...all you have to know in 10 min....regards from germany
Thanks for this video. I'm thinking with your explanation and another video here that I can rebuild my transfer case. It's an older 2001 X5 BMR and it makes a noise when you take your foot off the pedal. It's AWD but sound like a old 4WD coming down off acceleration. Sounds fine normal driving but when your foot comes off the pedal it starts a 4WD gear wine. Not sure how to explain but sounds normal if you've had old 4 wheel drive truck. Right now not sure if it's the transfer case or the transmission but took it to an BMR mech and he could not decide either. Will get it diagnosed and pay the $100 so dollars @ BMR and hope to take this challenge to my garage. That being said thanks for your video and I have a better understanding about the transfer case and think that is the real issue. Will update you when I find out.
Hi, I've got an AWD 1997 Chevy Astro. I'm pretty sure one of the front axles broke, so now I'm driving in 2wd RWD. My question has to do with something my mechanic said. It was my understanding that if there were a broken axle, or any other reason one wheel was not touching the ground, all of the torque would go to that wheel/axle, escaping through the path of least resistance. So, I figured that since I was able to still drive, that my transfer case must be working, locking up to ensure that torque goes to the rear axle. My mechanic is saying that the transfer case might be the entire problem, and that if the viscous coupler were to stop working, power would go to the rear axle, but be unable to transfer power to the front axle. Do you know which it is on my vehicle? Does this transfer case always give power to the rear axle and only give power to the front axle when slip occurs, or is it more like a standard differential, where it sends power in both directions all the time, but locks up when power try's to escape one direction or an other? Does my question make sense?
That's as good an explanation as I have ever heard. Thank you and PLEASE keep posting new vids!
Nice explanation and use of drawings. My question is why the low option on the transfer case is only available with the 4wd engaged. From your drawing, it appears that the high/low could be changed independently of the 2/4wd. Perhaps you drew it that way for simplicity; perhaps engineers know that low is not necessary in 2wd. Would it be too complex to actually make and explain a diagram that shows how it's possible to lay out a transfer case where the low option is only available with 4wd engaged?
Thanks.
+Aravind Dileepan you are correct, they can be selected independently. The challenge becomes the torque increase, if you have 400Nm of torque available (lets assume not other gearing here) and a 3:1 transfer case then you would have 1200Nm of torque to play with (assuming no friction losses).
If you put that through the rear wheels only then you will break things. If you have the front wheels engaged then each axle gets 600Nm of torque which is a 50% increase no a 300% increase. This means no (or less) breakage of parts.
Thumbs up for finding examples in the scrap yard
Can someone explain to me why does the reduction gears dont have an effect if the dog gears are connected? Arent they still spinning with the input shaft?
What kind or front differential are on most vehicles? Particularly a 2010 Ford f-150?