Since I had the rear driveshaft out anyway to resolve a noise (still unresolved), I figured I'd play w/ driving in front wheel drive.
2 things surprise me, hoping someone can shed some light...
Aparently Park (auto tranny) doos not clamp down the front driveshaft? Why not? Is the transfer case engagement not "after" the transmission?

When driving on the front axle only, if I hit the gas from a step, it will pull hard to the left and spin the tire. Differential is open. Why? A buddy suggests it's b/c of the different axle shaft lengths, by default more resistance on one side that other, so the power does not shift evenly. I find it hard to believe such a small difference would do this. Thoughts?

Question: What keeps the tranny fluid from coming out the rear where the drive shaft should be? Just curious....

toyotas dont have slip yokes in the rear output. well mine doesnt

4wd shifting in the t-cases of the 95 and earlier auto's is somehow done hydraulically... so that's my guess as to why it doesn't work in park.

On my auto (thought this was for all the trannies?) the TC rear output shaft has a 4-bolt flange on it, just like the pinion flange on the rear differential 3rd member. The draiveshaft has the U-joints afixed to either end of it, these are what attach to the output shaft. So it's nice and easy to take off (well, once it's been off recently, anyway!).

Re: hydraulics engaging park, that's probably correct. However, I don't see ewhy this would matter?
If the tranny is in park, shouldn't that lock the output that goes INTO the TC, hence locking both outputs of the TC?
To me this behavior suggests the units are more integrated than that.

i think it will only "park" if the 4wd is engaged

that's odd. on a slush box, the parking PAWL is what stops your vehicle from rolling. (also, this is why you shouldnt winch while in PARK..., you can break this off -- per marlin of marlin crawler fame, suggestion).

so it doesnt matter if you have a transfer case. the output of the tranny will still be locked.

now, if you parked the vehicle and shifted out of 4wd, then the TRANSFER CASE has technically unlinked the front driveshaft to the entire driveline.




actually it's because of an open diff. remember what a differential does and why it's there.

toyota's design is unlike that of jeeps or chevy's where the output of the transfer case is a hole where you insert the splined driveshaft in.

by design, there is a flange that is connected to the output shaft of either drive-end of the transfer case.

a couple or so seals on the output shaft prevents fluid from leaking out.

now, if you dont have fluid coming out of them, then you know the seals are going and needs to be replaced.

Maybe I should clarify.
Yes, I have 4wd engaged, and front hibs locked. If you do not do both of these, with the rear driveshaft removed as in this case, a big problem arises. Since there is no hinderence/resistance on the motor, when you put it in gear it will idle up to around 1.5-2k and stay there. Now that it's spinning o high, it'll grind to all hell going through reverse to get back into park! Only solution is to cut it off, then shift back into gear.

With 4wd engaged and rear shaft removed, I can put it in park - and it will still roll. Thank God for the parking brake!
Further evdidence of it is that w/ the fornt jacked up (e-brake engaged!), still in park, if I spin 1 front wheel, the opposite half shaft turns just a little ine the opposite direction (as it should w/ open diff), but stops when it engages the opposing hub... and the front driveshaft spins. I asume this is b/c the path of lease resistance through te open diff is the uninhibited front DS, rather than that other big heavy wheel.
Are the 5pd models like this?

I know it should slip a little and just push one tire.
But what surprises me is how hard it pulls, and that it's always the same side. Not at all steeping on gas in a front wheel drive vehicle.