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Thanks
Same thing, often, when unlocking.
There is so much info on slip/no slip, locks but without traction control to some diferential.........? Wow.
You guys know what your talking about and for a simple gut like me it gets a bit confusing.
Now to my questions that I hope is clear enough to understand.
Aperrently my 4Runner is always in 4 wheel drive. O.K.
There is a silver knob to the right of the steering wheel and a black button to the left of the steering wheel.
My understanding is that there are two other levels of 4 wheel drive that can be applied to the already 4 wheel drive that the car is always in.
How do I get the car into the optional 4 wheel drives. Literally. Does the car need to be in neutral or park to perform these stunts? What knob or button do I engage first,second or third. It sounds like driving a submarine.
After I apply these tecniques so generously given by you, what simply happens to the car? Lol.
Ex: 1st- Turn the knob to 4W low then press the buton, open the sun roof half way and this will give you X.
All four wheels are now locked Or You now have low tourq for good pulling power etc....
i've read quite a bit on do's, dont's and bennefits in different 4 wheel drive settings but have no idea how to get the car to those settings.
Please Help Me!!
Thanking you all in advance.
Dave.
The silver dial is for low range gearing. You need to be in neutral and stopped to engage. It's for extra pulling power or low speed control.
The black button with a picture of 4 wheels on it locks the center differential which does 2 things. 1. Locks the mechanical connection between the front and rear axles for better traction. 2. Defeats the electronic feature that limits throttle output (mostly or only an issue in high range). You can press this button stopped or in motion. If you're stopped, it sometimes requires a little wheel, throttle, or shifter motion to complete. The following rule is over-simplified but it works as a rule of thumb. Don't lock it unless the road surface is slippery: snow, dirt, slush etc. If you have to have it locked on pavement, avoid tight turns especially at low speed.
Getting the 4WD clutch to engage in low, "granny grunt" range without the vehicle in motion is even worse and will often be disabled unless the shifter is in one of the lower gears.
The RAV4 is a F/awd system NOT/NEVER a 4X4 or 4WD.
For the RAV4 "2WD" is really FWD and I would NEVER advise anyone north of te snow line to purchase one without VSC/TC/ABS/BA/EBD/Etc, and even then NEVER with a manual transaxle.
If you have a HIGH experience level/background in the operation of FWD in wintertime conditions to begin with, and then transition to one with a stick shift, then maybe.
Don't do that until you're ABSOLUTELY sure.
Some 4runners come with an AWD mode but I'm pretty sure the center diff'l gets locked in 4-hi and 4-low mode.
I would take greater care in your advice.....
Down at the nuts and bolts level there is a GREAT deal of difference between the "AWD" (R/awd) mode provided by the Torsen (Torque Sensing) diff'l and a locking center diff'l used in "TRUE" 4WD mode.
The question was too specific, "can I use 4-hi" for your answer to be "on point".
Yes, a Torsen center diff'l is a STELLAR method of providing a R/awd system, but it should NEVER be described in the context of ...."4-hi".
Okay, but it's a non sequitar.
wwest - The question was too specific, "can I use 4-hi" for your answer to be "on point".
I provided information for understanding all the transfer modes which, of course, also answered the question.
wwest - Yes, a Torsen center diff'l is a STELLAR method of providing a R/awd system, but it should NEVER be described in the context of ...."4-hi".
It's Toyota's term, tell them.
If, perchance, my 1st reply was unclear the answer is yes, you can operate on dry pavement with the knob in 4hi. 4lo, too, as long as the center diff is unlocked.
Additionally it appears there were three driveline options in 2007 and only the multi-mode option included a R/awd functionality.
And for some reason Toyota has discontined use of the Torsen term prior to 2007. I see no significant difference in the mechanical make up of the transfer case so I assume the Torsen is still used. Maybe a clone, patent expired.
Are you sure it was a 4Runner manual? Here are some paragraph headings, verbatim, from page 168 of the 2007 manual for the multi-mode four-wheel drive models.
“H2” (high speed position, two-wheel
drive, center differential unlocked):
“H4” (high speed position, four-wheel
drive, center differential unlocked):
“H4” (high speed position, four-wheel
drive, center differential locked):
“L4” (low speed position, four-wheel
drive, center differential unlocked):
“L4” (low speed position, four-wheel
drive, center differential locked):
wwest - Additionally it appears there were three driveline options in 2007 and only the multi-mode option included a R/awd functionality.
Yes, for 2007 as well as the other years. Driveline options are 2WD, Multi-mode 4WD with 2WD capability (V6), full-time 4WD (V8). All the headings from above, except H2, apply to the full-time 4WD.
For the 2007 model there is a separate switch for un/locking the center diff'l regardless of driveline model, plain 4WD or Multi-mode. I seem to remember that one of these driveline options was not available with the V6.
You should only use 4wd low and/or lock the center differential when you are off road.
The 4th Gen 4Runner V8 has basically the same drivetrain, but does not have the option for 2wd high.
For the 2007 model there is a separate switch for un/locking the center diff'l regardless of driveline model, plain 4WD or Multi-mode
That locking switch has remained the same throughout the entire run of 4th gen 4Runners, both V8 and V6. It is a pushbutton on the lower portion of the dash, to the left of the steering wheel.
The center differential should ONLY locked as above or in low traction, oil/water(rain) slicked, slippery roadbed, or wintertime adverse roadbed conditions. Even in these additional low traction conditions it is NOT a good idea to keep the center diff'l locked once underway, traveling at a decent speed, say above 15MPH.
I would not lock it on rain-slicked roads or snow-covered roads. The 4Runner becomes quite tail-happy when you lock the center diff and there is simply no need to lock it on your typical rain-slicked or snow covered road. I've put 80,000+ miles on my 4Runner and only lock the center diff when I go off road.
Don't you have that a bit backwards....??
With the center diff'l locked the F/R torque bias is neutral, other than F/R weight bias, and it should be just as "front-happy" as rear.
On the other hand with the center diff'l locked you lose all the "nanny", "watchover your shoulder" electronic aspects, ABS, VSC, etc, and maybe that's why you appear to have had a tail-happy experience.
But as I said, the center diff'l should NOT remain locked once underway.
No, I don't. I've driven my 4Runner in the snow, with the center diff locked and with it unlocked. I've driven it with all-season tires and snow tires. I've put 80,000 miles on it. Have you driven a 4th Gen 4Runner in the snow with the center diff locked?
With the center diff'l locked the F/R torque bias is neutral, other than F/R weight bias, and it should be just as "front-happy" as rear.
You can argue about how it "should" or "should not" handle. I can tell you how mine does handle, because I've driven it in the snow with the diff locked. With the center diff locked, when driving in the snow, if you get heavy on the gas in a turn the rear steps out quickly. Given that the 4Runner has a lot of weight over the front wheels and far less on the rear, it is perhaps not unsurprising that with equal torque to the front and rear axles that the rear will lose traction before the front.
On the other hand with the center diff'l locked you lose all the "nanny", "watchover your shoulder" electronic aspects, ABS, VSC, etc, and maybe that's why you appear to have had a tail-happy experience..
You just might want to re-read your technical manuals. You do not lose all the nanny electronics when you lock the center diff; you lose the VSC. You don't lose ABS and you don't lose the traction control. Which, in some ways, is unfortunate. There are times when I'd like to lose ABS and traction control.
I learned to drive in Chicago, driving a 1969 Ford Falcon, 1970 Ford Galaxie 500 station wagon, and a 1972 Mercury Capri. When driving the Capri, in particular, my brother and I liked to hang the back out in the snow. It was very, very controllable, far easier to control than my 4Runner.
Tail-happy is when you are driving STRAIGHT along and step on the gas and the rear tries to get in the lead, very common to RWD. On the other hand, in your case. diff'l locked, if you happen to be turning at the same time then inertia comes into play and the rear end will skid toward the outside of the turn while the front plows to the same "degree".
So your 4Runner, with the center diff'l locked, and equal tires on all four, will have neutral "happiness", just as the Toyota design engineers intended.
I'm surprised at ABS, and TC, remaining enabled since BOTH drivelines MUST turn in synchronization and that compromises the functionality of ABS and TC.
How about miles upon miles on mountain passes in WA, OR, ID, and MT, more often packed snow than not. Except for those many early morning drives up the mountain in order to be the first to lay "tracks" in the freshly fallen snow.
I can't imagine that the 4runner drive system and handling dynamics in various drive configurations would be that much different from my '85 Jeep nor my '92 Jeep, both Cherokee Limited's with RWD/"AWD"/4WD/4X4 modes. Maybe as much as 150,000 miles overall, and quite a few NW winters with Ski trips.
The '92 is still doing duty in the "family" on a cattle and wheat ranch in north central MT.
I admit I never found much, if any, use for the AWD mode, 4 wheels driven but center diff'l open, and I probably never found use for the 4-lo mode.
But I did find lots of use for the 4WD (diff'l LOCKED) mode, often with rear chains installed and sometimes with all four chains.
Oh, I always removed the ABS fuse during the summer.
You've repeated that idea, with emphasis, a few times (even branding it unsafe) so I'm curious to know your reason. I don't expect to hear anything I haven't heard, but your position seems to be even more extreme than the standard "NEVER lock on dry pavement" warning which is already over simplified, imo.
Leaving a 4WD system engaged once underway is a lot like driving a FWD, or F/awd, patently UNSAFE. On an adverse condition roadbed, slippery roadbed, it is highly desireable to dedicate the front tire traction solely to directional control. With a locked center diff'l 50% of the engine drive torque, or ~70-80% of engine compression braking, is applied to the front wheels, leaving not much of the already low front traction coefficient for maintaining directional control.
IMMHO the best feature of ANY AWD system would be to remove all engine leading or lagging torque from the front tires as soon as the stability control system indicates a yawing condition, the vehicle is NOT following the "line" set by the stearing angle of the front wheels.
There is as yet, to my knowledge, NO FWD based AWD system that can accomplish that task.
The best "simulation" is to put your "traditional" 4WD system into RWD mode.
Granted, the 4runner's AWD mode, 30/70 F/R torque distribution offers additional capability over the Jeeps, but then I get to throw in my years and miles, again with snow and ice miles, in my '94 AWD Ford Aerostar, 30/70 F/R unless slippage at the rear occurs in which case it goes to 50/50 for the next few minutes.
And if you happen to be bringing up the TC/VSC capabilities of the 4runner, NOTHING beats the PSM in my 996 C4 in that category.
I've driven the 4Runner in snow, with and without the center diff locked. You haven't. You can speculate and theorize about how you think it should handle in the snow, but you haven't driven it. I have. So please stop telling me about how it handles. I know how it handles. You don't. You haven't driven it.
I won't speculate about how your Jeeps, with different drivetrains, different suspensions, and different weight balances, handle in different conditions and different 4WD/AWD modes. You've driven them. I haven't.
Feel free to brag about your 996. I'm sure it is a very lovely car. But I fail to see how that is germane to how a 4Runner handles in the snow with the center diff locked.
"...please stop telling me how it handles..."
We seem to have off-track pretty much solely on the issue of your 4runner being "tail-happy" with the center diff'l locked. Frankly I think anyone of actual knowledge or long experience will tell you that should NOT happen.
But again, just what is your definition of "tail-happy"...?
Mine would be: "f you step on the gas traveling straight down the road the engine torque applied to the rear will often result in the rear trying to lead the front. Pretty much SOP for RWD or R/awd but IMMHO NEVER in 4WD with the center diff'l locked.
Have you had a mechanic check and certify that your 4runner really does have the center diff'l LOCKED when the indication lights up...??
With the center diff'l locked ABS is disabled and since frictional braking is ALWAYS biased toward the front your 4runner will have a strong tendancy for the rear coming "about", especially when "braking" while traveling downhill. To some extend engine compression braking will have the same effect.
Your 4runner is not necessarily any more tail-happy with the diff'l locked than any other non-ABS equipped vehicle, RWD/FWD, etc, etc.
Yet another reason for NOT using the locked mode once underway at a decent speed.
One of the more common hazards, inadvertent engine "braking" of FWD and/or F/awd vehicles.
The 2009 4runner owners manual indicates that VSC is disabled when the center diff'l is locked. Could find no reference to ABS one way or another.
Actually, I experience it under heavy acceleration, in snow, with the center diff locked.
"it looks like Toyota has given the Trail Grade 4Runner as much four-wheel-drive capability as anything else sold in the U.S, giving Toyota the widest and deepest range of serious 4x4s (FJ, 4Runner, Land Cruiser) in the industry."
Is the 2010 4Runner Trail Grade the Best 4x4 Package Sold in the U.S.? (Straightline)
What this means is that here in the Northeast, when roads go from dry to wet to snow covered and back in just a few hundred yards, you can't use 4WD in the SR5 and Trail Editions. Not good, a big step backwards from the 4th Generation, and a huge disappointment.
Steve, I hope you will ask the author of that article to contact Toyota to clarify that the Torsen center diff is not available on the SR5 and Trail editions, and then have him clarify the article explaining the implications. As it is, the article is very misleading.
Sometimes manufacturer brochures are wrong and sometimes the "official" information contradicts itself. Press releases are notorious for getting things screwed up too.
I'm curious to see what the story is here.
"SR5 and Trail 4x4 models have a two-speed lever-operated, part-time system with neutral position, while the 4Runner Limited is equipped with full-time, four-wheel-drive with a locking center differential and employs a three-mode, center console-mounted switch. The new 4Runner is also equipped with a stronger rear differential over the previous model, thanks to a gear ring that has increased in size from 7.87 to 8.18 inches.
To enhance grip, the A-TRAC system is now standard equipment on all 4x4 models. The system can distribute driving force to any one wheel in contact with the ground, making terrain irregularities and slippery patches transparent to the driver. An electronic-locking rear differential is standard on the Trail grade. Axles house 3.73 gears, or 4.56:1 with the 2.7-liter engine and the differential housings have improved seals for better resistance to mud and water.
Toyota’s Crawl Control (CRAWL) feature is standard on the Trail grade. CRAWL is an adjustable electro-mechanical system that can be tuned to match the terrain by selecting any of five speed levels. The system maintains an appropriate speed that keeps the vehicle under control and minimizes the load on drivetrain and suspension components. The CRAWL feature helps make traversing difficult terrain easier and safer. With the transfer case shifted into low range, Crawl Control regulates engine speed and output (along with braking force), to propel the vehicle forward or in reverse at one of the five low-speed settings. This allows the driver to maintain focus while steering over very rough level ground or steep grades, without having to also modulate the throttle, or brake, pedals.
The Trail grade also features a Multi-Terrain Select system which allows the 4x4 operator to dial in wheel slip control to match the terrain. In loose terrain such as mud and sand, more-than-normal wheel slip is permitted, allowing wheel-spin to work in the vehicle’s favor. On bumpy moguls, or solid rock, wheel slip is minimized and the system acts more like a limited slip. The Mogul setting is for any extremely uneven terrain, such as V-ditches, slopes, and ridges, uphill or down."