QUESTION ANSWERED. THANKS... Do I have a problem or do I have a locker in the front?

I fully understand the workings of a diff. Open diff one wheel will turn a different speed than the other. These don't up front when turned. Just checking to see if that was a common thing for the Taco. Never noticed it before.

 

We know what you meant, locked centers can cause this.

 

Because the difference is not coming from the left to right, it's coming from front to back. So you end up with wheels that want to slip diagonally in a way.

 

Just to be clear. I was only putting it in 4 Hi to test the system. The local parks get pissed if we drive on their grass and I am not close to anywhere to really test it. Was just making sure everything engaged properly and noticed the problem.

 

You can test 4wd going in a straight line on pavement and you'll be 100% fine. Taking turns is when things will bind up if the wheels can't slip

 

OK so what you are saying is the back tires are overdriving the front tires even though both front and back diffs are open causing one front tire to slip??? Interesting. Time to do some reading on the links provided.

Thanks to all who replied.

 

, If you own a vehicle with part time 4WD the need for different rpm front and rear represents a major problem. The transfer case will power the front and rear drive shafts with same rpm and is not able to satisfy the front axle's need for more rpm. Remember, the combined rpm of front wheels (A+B) is higher than the combined rpm of the rear wheels (C+D). Only full time 4WD systems are able to negotiate the needs of front and rear.

So, with part time 4WD engaged your front wheels are forced by good traction on the ground to rotate faster than the rear - but since the front drive shaft delivers only the same rpm as to the rear there is a fight between front wheels and rotational force coming from the front drive shaft. The front drive shaft in effect tries to slow down the front wheels. This results in very wide turns (understeer) and dangerous handling on pavement.

The name "part time" derives from its use. It can only be used part of the time - most of the time (for most uses) it has to remain in 2WD. Only "full time" - notice the name - can be used full time for all uses.

The fight between front wheels and transfer case also makes 4WD performance suffer - in a turn the front wheels are not pulling like they should. They are in effect hindered by the front drive shaft.

The slowing effect caused by front wheels stresses all components between wheels and the transfer case. It causes mechanical components to bind instead of moving freely - this situation is called "axle binding" ,"driveline binding" or "driveline wind up". First indicators while driving is a hard steering feel and the vehicle displaying jerky movement. Shifting back to 2WD will become impossible (gears and levers are extremely forced together). Continued 4WD use on dry surfaces will cause the weakest links to break (U-Joints, axles, differential gears, transfer case gears and chains, bearings, drive shafts).

When starting from a standstill with sharply turned wheels: The need for higher rpm in the front will most likely prevent you from getting started at all. If you step on the gas really hard (plus slipping your clutch) you might get the vehicle moving with spinning rear wheels but stress on all driveline components will be dangerously high. Chance is that you will break something.

When traveling with part time 4WD on high traction surfaces like asphalt, concrete, etc. handling of the vehicle will become unsafe (understeer) and the "driveline binding" will eventually cause component failures. Part time 4WD should not be used on high traction surfaces! Even when going straight most of the time, slight differences in tire pressure front to rear or vehicle load resulting in different axle speeds will cause "wind up" and eventually damage.

When traveling with part time 4WD on low traction surfaces like sand, gravel, mud, snow, etc. handling of the vehicle is unsafe (understeer) as well, but not as severe as on pavement. The slowed down front wheels simply skid a little on gravel, sand, snow, etc. during a turn. This in mind you should always approach difficult off-road obstacles in a straight line otherwise you might lose some of the much needed traction due to wheel slip on your front wheels.

 

Yup absolutely.

My theory is it happens this way (as opposed to the rears slipping) because the front tires have less traction than the back tires when turned because they get put at a slight angle changing the size of the contact patch on the ground, whereas the back tires are always firmly planted due to the solid axle. But this is just a guess.

 

I appreciate the info and I know that. I wanted an answer to why it was doing the binding. Thanks to the help here I have an answer that makes sense. They got pissed when I wanted to test it on the football field.

 

Not sure what you mean by overdriving, but I can't explain it properly enough probably, maybe that means I don't fully understand it too, will wait for a better answer then haha.

 

Yes I understand. I wasn't figuring in the locked center and the rear wheels. Just noticed the outcome and came here to find the answer.
No better place to ask than here.

 

Im sure there are some places near you that are gravel, and that would have been fine. Just not on pavement. Thats my understanding

 

OK I guess I am on the hunt for a gravel road close by for future testing.

 

Just come over to SE Portland. Plenty of streets that randomly turn to gravel for a few blocks.

 

jk

 

I'm in SE Portland already. They've fixed most of the gravel streets close to me that I knew of. Anything close to 122 and Powell that you know of?

 

Be aware it will still do this on gravel you will just hear the spinning wheel. Anything but a slick surface and it is very noticeable. At least to me.