I don't mean to be insensitive and don't wish to sound as such... but, I have a brother-in-law who is leagally blind and finds it tremendously helpful to change the screen resolution so that the words are bigger. Further, if you're using a Windows mchine, there are special featuers you can employ to make the text bigger. Send me a private message if you'd like more information about this...

No need to be sorry for something you have no control over. I was just sorta alluding to the value you add to the board.... indirectly I suppose. That and curious as to why you seemed to be getting preferential treatment. Some day, some day <img src="/forums/images/graemlins/sleeping.gif" alt="" />

Now back to our regularly scheduled program....

I'm curious about the comment about being able to drive around with the manual hubs locked for extended periods of time. If this were the case, why the need for the shift-on-the-fly mechanism that connects/disconnects the driver's side wheel to the half shaft? I've kind of guessed that the front diff is not up to dealing with the stress of having to put up with the two front wheels traveling at different speeds like the rear does given that the front diff is a smaller unit, but...any thoughts? Thanks, Taro

This is a first gen Trooper with no shift on fly.When the hubs are locked both front axles,ring,pinion and drive shaft all spin and on the street it really sucks back the gas.My biggest concern now is if I put auto hubs on and JLEMOND is correct and they get ripped up then I'm further behind than before.Maybe this is something better left alone.

Jerry is correct (and by the way, that's not usually an "if"...) but if I understand correctly, that would mean that the auto hubs would work as they should work. In other words, you have to be stopped when you make the shift, you can't shift while moving. That's easy enough, as long as you make that clear to your wife... <img src="/forums/images/graemlins/wink.gif" alt="" />



It's more an issue of not wanting to turn all those parts at all times. The CV's will turn all the time, which could lead to premature CV boot (or even joint) failure. This is even more of an issue with a lift, where you're turning those boots with a high angle on them AT SPEED, which is something you don't really want to do. They're much more likely to tear. The SOTF is a better setup in this regard.

HTH,
Chris

My old 88 Pathfinder was not SOTF. You had to stop to shift into 4WD to lock the hubs. Once the hubs were locked though, you could shift in and out of 4WD on the fly...you just had to keep track if you backed up, because the hubs would unlock then. No big deal.

so it sounds like running with the hubs locked on a non-sotf system is not a big deal. in that case, i'm not understanding the need for the sotf disconnect. if i'm understanding correctly, the disconnect is between the cv joint and the differential. therefore, i'm assuming the that the hub and the cv joint on the drivers side are always turning and that this is also true on the passenger side. it would seem that the sotf disconnect would not be preventing any wear on the cv joints. help<img src="/forums/images/graemlins/notooth.gif" alt="" />. thanks, taro