Quote:
Originally Posted by Brettd85
OK dumb question...
I have a 1972 C20 4x4, picture below. It has factory front locking hubs. If I put it in 4 wheel drive with the hubs NOT locked, will I still get 4 wheel drive? Well technically 1 wheel rear and 1 front since they are open diffs. Or do I have to lock the front hubs for the fronts to get any power? Reason I ask is its snowing here and I figure with front hubs locked it could be annoying on the street taking turns and things if I encounter some road without snow. Thanks for helping a dummy.  |
First of all,your truck is a K/20. C/20 is a 2wd. To answer your question...The hubs and transfer case need to be engaged to complete the link between the wheels and drivetrain. The original design these trucks use had the wheels (hubs) always engaged and it was just a matter of engaging the front drive at the transfer case.
Quote:
Originally Posted by Brettd85
So did they never sell a 4x4 without front locking hubs? It appears as an option.
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Lock out hubs were an aftermarket improvement that became a factory option,then a standard feature. Once they came out it was rare to see a truck without them. They allow the front wheels/hubs to 'free wheel" just like a 2wd. The drive axle and driveshaft lay dormant in 2Hi/Free hubs.
Quote:
Originally Posted by Brettd85
Any reason not to drive year round with the hubs locked? but just in 2wd.
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In good traction/dry pavement there is no "slip" between the front and rear and side to side. True,most axles are open,but open doesn't mean only one wheel always spins. It's one "or" the other spins and turning on dry pavement puts all four wheels through the stress of going from one to another,which binds the system which is when parts are most likely to break. The stress can be side to side from the front wheels turning on different radius' and/or front to back from the same reason.
Quote:
Originally Posted by Brettd85
Isnt there still an open differential in the front end?
Yes,but you are still binding between all the wheels. Just try it,you'll see.
And why wouldnt you just drive around in 4wd all the time, but if you really needed 4wd, then lock the hubs?
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Why would you? Isn't it easier to just reach down and pull the lever than to stop and get out to turn the hubs?...possibly in the mud,snow,or water? Besides,you are turning more drivetrain which is what the hubs are designed to avoid.
Quote:
Originally Posted by Brettd85
So again, why wouldnt we just run in 4wd all the time and if you want real 4 wheel drive, you lock the hubs?
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Again...nevermind,just look above ^
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Originally Posted by Brettd85
Maybe answer to my question is mileage. You are spinning more than you have to. Thanks for the comments so far gents.
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Quote:
Originally Posted by Brettd85
Why? With an open diff its no different than in the rear. Right?
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By locking the hubs both wheels are tied together and they turn at different rates. The whole point of lock out hubs is to save wear and tear on all parts,including tires,that are only needed for 4wd.They are actually "Lock-out" hubs,not "Locking" hubs. The point is to lock out the drivetrain.
Quote:
Originally Posted by Brettd85
Again, doesnt an open diff allow the wheels to spin at different speeds?
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Yes,but look at this. You have a 3/4t truck with a beefy rear axle,yet the front axle is the same as used in a 1/2t. It is only meant for use as an "additional" axle. if it was meant for full-time use it would be as beefy as the rear. Why not put 100,000 miles on your rear while putting 5,000 on your lighter front? It costs up to 3x as much to rebuild a front axle as it does a rear. 4wd front axles need work 10x as much as rears...at least in 3/4 tons. Why not use the system as it was designed? People put a lot of thought into this system and it really works well and has for a long long time.
I hate the thought of parts spinning right next to each other at high rates of speed that are designed to engage. That's what I picture when I leave a truck in 4wd and have the hubs locked out. I don't worry about the opposite because that's how it was meant to be and the risk point is inside the transfer case which is a gear box designed to select different gears and keep them engaged or disengaged while spinning at high rates of speed.