Heya. When I have my explorer in 4x4 and I make a turn, it like jerks a lot. My mechanic told me that this is normal and is called crabbing. My mom's pathfinder doesnt do it. HOW DO I GET RID OF IT???? I am installing a 4" superlift system. Will this help at all?
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- Thread starter gsibble
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If your are talking about when you put it into 4x4 low this would be normal. When you put it into 4x4 low it locks the front/rear drive shafts together. When you turn the rear wheels try to take a different path than the front wheels. This means they need to spin a different amount than the front wheels. When there is a difference you get driveline windup. This is why you don't run 4x4 mode (on vehicles that lock the xfer case together.. not the 4x4 auto mode on the newer explorers) on hard surfaces and try to turn. When you are on dirt or something similar the tires do the slipping when you get the windup. If you have too much traction on the ground something has to give. Normally it is the tires (causes the bucking), sometimes a part breaks.
I hope this explains it..
I hope this explains it..
Thanks
That partially explains it, but it happens in normal (high) 4x4 mode. I think it is because the front wheels spin the same amount, but go different distances because of the turn radius. Would the superrunner steering system fix this?
That partially explains it, but it happens in normal (high) 4x4 mode. I think it is because the front wheels spin the same amount, but go different distances because of the turn radius. Would the superrunner steering system fix this?
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If this is a first generation Explorer (not one with the 4x4 auto mode) you cannot run 4x4 (high or low) on high traction surface.
It is true that the outside tire spins faster than the tire on the inside of a turn but that is what the differencial(sp?) is for. Unless you have a spool or an ARB that is locked the tires are allowed to spin at the different speeds.
We have a Detroit locker in the rear that locks the two sides together when under power and it does not buck as long as it is locked. Even when we get it to lock/unlock/lock in a corner the most it does is change from under to over to under steer.
Superunner steering only takes care of the exagerated bump steer you get from lifting the vehicle. Once lifted the tires move not up and down but more in an arc. As it lifts in the arc the steering linkage moves causing the steering wheel to move. It is called bump steer since it is normally a bump that made the tire move in the arc. The superrunner steering changes the steering linkages so they are not effected by the bump steer as much. Another way to help aleviate(sp?) the bump steer is to use longer radius arms. This will lessen the arc the tires travels and therefore lessens (not eliminate) the bump steer.
What settings does your xfer case have? If it has 2 wheel drive, 4 wheel high and 4 wheel low then you cannot use 4x4 at all on hard surfaces (and turn the wheel without risk of breaking things). If you have 4x4 auto, 4x4 high and 4x4 low then you can use the 4x4 auto on hard surfaces only. The 4x4 auto will keep power at the rear wheels until it sees them slip. At that point it gives power to the front. When you are in 4x4 high or 4x4 low it locks them together and then you are back to the problems on high traction surfaces.
It is true that the outside tire spins faster than the tire on the inside of a turn but that is what the differencial(sp?) is for. Unless you have a spool or an ARB that is locked the tires are allowed to spin at the different speeds.
We have a Detroit locker in the rear that locks the two sides together when under power and it does not buck as long as it is locked. Even when we get it to lock/unlock/lock in a corner the most it does is change from under to over to under steer.
Superunner steering only takes care of the exagerated bump steer you get from lifting the vehicle. Once lifted the tires move not up and down but more in an arc. As it lifts in the arc the steering linkage moves causing the steering wheel to move. It is called bump steer since it is normally a bump that made the tire move in the arc. The superrunner steering changes the steering linkages so they are not effected by the bump steer as much. Another way to help aleviate(sp?) the bump steer is to use longer radius arms. This will lessen the arc the tires travels and therefore lessens (not eliminate) the bump steer.
What settings does your xfer case have? If it has 2 wheel drive, 4 wheel high and 4 wheel low then you cannot use 4x4 at all on hard surfaces (and turn the wheel without risk of breaking things). If you have 4x4 auto, 4x4 high and 4x4 low then you can use the 4x4 auto on hard surfaces only. The 4x4 auto will keep power at the rear wheels until it sees them slip. At that point it gives power to the front. When you are in 4x4 high or 4x4 low it locks them together and then you are back to the problems on high traction surfaces.
My truck
I have a '91 Eddie Bauer edition with the electronically controlled 4x4. It does not have the auto mode, but still has the steering jolting in 4x4 high. Could my front differential be damaged or something? That would really suck....i just want to get rid of the problem because it still affects my driving offroad.
I have a '91 Eddie Bauer edition with the electronically controlled 4x4. It does not have the auto mode, but still has the steering jolting in 4x4 high. Could my front differential be damaged or something? That would really suck....i just want to get rid of the problem because it still affects my driving offroad.
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What type of ground are you driving on when you feel the jerking. If it is anything that is hard packed the jerking is normal when in 4x4 mode (high or low).
Even if you are on dirt you will still feel it when you make a sharp turn.
About the only time you won't feel the jerking is when your in mud or soft sand when then tires slip easily.
It does sound to me like what your are describing is the normal operation of a vehicle with a locking xfercase (which you have on your 1991).
Even if you are on dirt you will still feel it when you make a sharp turn.
About the only time you won't feel the jerking is when your in mud or soft sand when then tires slip easily.
It does sound to me like what your are describing is the normal operation of a vehicle with a locking xfercase (which you have on your 1991).
Peter Weber
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George,
as Mark says, it sounds like your truck works like it is supposed to. Just keep it out of 4-wheel drive. You don't need it on pavement or hard packed surfaces.
as Mark says, it sounds like your truck works like it is supposed to. Just keep it out of 4-wheel drive. You don't need it on pavement or hard packed surfaces.
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The only xfer cases that I know of that are not locking (or at least can be non locking) are the transfer cases with the awd or 4x4 auto mode. This would be a nightmare to try to hook up (computer controlled) if it was even possible.
The only non computer controlled xfer case that I know of that even might fit would be a np203 which is a full time chain drive 2.0:1 low range xfer case. I suppose it would be possible to get it in there with enough adapter or using a divorced xfer case (another nightmare). The full time xfer cases get around the problem of the jerking steering by using a differencial type action (just like your axle has). They normally have a lock mode also. If the xfer case didn't have a lock mode when 1 tire anywhere lost traction you would stop moving. The locking of the xfer case allows 1 tire on each axle to lose traction before you stop moving (locking differencials(sp?) in your axle would change this)
The bottom line is to keep it out of 4x4 mode unless you really need it. You can lock your hubs (if you have manuals) when you think you might need it and then turn on the 4x4 when you need it and turn it off again when you don't (as the trail conditions change). Once your off the trail you can turn off your hubs (unlock them). If you have auto hubs they will lock for you when you put it into 4x4 mode.
The only non computer controlled xfer case that I know of that even might fit would be a np203 which is a full time chain drive 2.0:1 low range xfer case. I suppose it would be possible to get it in there with enough adapter or using a divorced xfer case (another nightmare). The full time xfer cases get around the problem of the jerking steering by using a differencial type action (just like your axle has). They normally have a lock mode also. If the xfer case didn't have a lock mode when 1 tire anywhere lost traction you would stop moving. The locking of the xfer case allows 1 tire on each axle to lose traction before you stop moving (locking differencials(sp?) in your axle would change this)
The bottom line is to keep it out of 4x4 mode unless you really need it. You can lock your hubs (if you have manuals) when you think you might need it and then turn on the 4x4 when you need it and turn it off again when you don't (as the trail conditions change). Once your off the trail you can turn off your hubs (unlock them). If you have auto hubs they will lock for you when you put it into 4x4 mode.
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Re: THANKS
George, what you really mean is auto hubs. The answer to that is YES. The thing about auto hubs is when you reverse direction, the auto hubs disengage and then re-engage again. for a sort time you are not in 4wd. With manual hubs, once you turn the locks,they are locked, no doubt about it. Get the picture?
I do have to tell you that with the manual hubs, you do have to check the hub nuts to see that they don't back out on you, or you will end up ruining the bearings and perhaps the spindle.
George, what you really mean is auto hubs. The answer to that is YES. The thing about auto hubs is when you reverse direction, the auto hubs disengage and then re-engage again. for a sort time you are not in 4wd. With manual hubs, once you turn the locks,they are locked, no doubt about it. Get the picture?
I do have to tell you that with the manual hubs, you do have to check the hub nuts to see that they don't back out on you, or you will end up ruining the bearings and perhaps the spindle.
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