Re: Shift on the Fly T-case???
A good general rule of thumb no matter what the vehicle is is to never shift on the fly unless the front and rear tires are travelling at the same speed...i.e. if you're in 2wd and are spinning the rear tires faster than the front tires, you'd want to equalize the speed of the fronts and rears before shifting into 2wd...so even if your hubs are locked and you're about stuck in 2wd, you'd have to stop spinning the rears to lock in the 4wd. Otherwise, engaging the 4wd will cause quite a jolt to the whole drivetrain... On older vehicles, a good rule of thumb is to never shift on the fly unless the front and rear driveshafts are both turning at the same speed...either both spinning at the same speed or both stopped. This would mean that the hubs (if so equipped) must be locked, and the tires must be revolving at the same rate (once again, no slipping those rear tires). Of course in this world of central axle disconnect and instatrac, this rule is becoming less relevant. As far as the shifting into low-range goes, you could probably do whatever works best. My 77CJ's Dana 20 likes shifting into and out of 4low at a very slow roll with the transmission in neutral...that's the way she shifts easiest, and with the least amount of grinding. My 95 F-150's Borg-Warner t-case likes to shift into 4 low stopped, and shift back out either fully stopped, or going about 4 mph...no where in between. Of course, starting out in low when pullin those loaded gravity wagons out of the field lets that big 300 straight six go to town, and then with the shift into high range at 4 mph, I don't quite have the 7 gears that CJDave had, but I have a rough 5 2 speed...sure beats the snot out of my dad and brother's 350 chevys pulling with instatrac and automatics...[img]/wwwthreads_images/icons/wink.gif[/img]
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