Episode 110 – Transfer Case Tech
What’s up everyone, welcome to the High Sierra 4×4 Podcast!! This is the best off road podcast on the internet!! I’m your host Greg Bakken and hanging out with me today is the awe inspiring fullsize guy Jeff Bakken and the mini me Forrest we are here to share our passion for off roading with you!!
Episode 110!!
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What’s up Jeff?
What’s up Forrest?
What’s up Greg? CB Installed, thanks Jeff. Tuning it?
Hate Mail!!
Sorry to break your hearts, but this really isn’t hate mail – just having some fun and busting your chops. I listen to your podcast on my phone using Stitcher. I really enjoy listening to you guys. I wanted to shoot you an e-mail and add to the automatic transmission conversation. One thing you guys didn’t touch on is how the first gear in an automatic really isn’t fixed. For example the JK’s WA580 (also known as the NAG1) automatic has a 3.59 first gear ratio. However, the effective first gear ratio is actually between 6.46 and 8.97 because of the viscous coupling of the torque converter. The only time the stated gear ratio on an automatic holds true is when the converter is in lock up. There is some good reading in the below link.
https://en.wikipedia.org/wiki/Torque_converter
One last thing. If I remember correctly, I think Jeff kept saying automatics had belts in them. This is not correct, I believe the word Jeff really meant was bands. Old automatics did use bands with friction pads. The new automatics like the WA580 do not use bands. They are hydraulically actuated and use electronically controlled solenoids for their operation.
Regards, John
Announcements:
Main Topic: Transfer Case
Well, if you’re into four wheeling at all, at some point, you’ve thought about your transfer case. What does it do?
How does it do it?
What’s the benefit of upgrading your transfer case?
What kind of upgrades should I do?
Gearing?
What’s a doubler or dual cases?
Is there a difference?
When should I gear vs dual cases?
How about an aftermarket transfer case?
What does twin stick mean?
Listener Feedback:
Send us your questions and comments!!!
podcast@highsierra4x4.com
Important to note that NV gear is out of business. As the 3500 becomes harder to find used the similarly rated AX15 is still available new. Other than the early jeep and bronco 4 speeds I think you covered the big manuals to be worried about.
As to auto’s I think the popular Jeep slush-boxes being the AW4, 32RH and 42RLEs deserve mention. AW4 was found in XJ cherokees with the 4.0L engine. Great transmission if you keep it cool. Not as efficient as modern units but it was also used in v8 landcrusers so it somewhat underrated behind the 4.0. Add a transmission cooler and they last 200k miles. Jeepspeed guys thrash these things so there is decent aftermarket support for them.
32RH was a 3 speed unit found in early 4.0L TJs. Durable transmission based on the 1970s 3 speeds that sat behind V8s. Lack of an overdrive hurts dual purpose rigs on the highway. Dead simple hydraulically controlled auto is great for dedicated trail rigs and no computer to worry about.
42RLE was a 4 speed unit found in ZJs, later TJs, and 3.8 JKs. Generally regarded as a “meh” transmission. Odd shifting and so-so reliability.
One place manuals have a distinct advantage is deeper snow wheeling. Auto’s will build heat at slow speeds where a manual has no slipping to generate heat and no cooler that can get airflow blocked by packed snow. Manuals have a disadvantage in terms of stress on the rest of the drivetrain. An auto will reduce shock loads to the drivetrain as the transmission is an indirect link at low speeds. Autos generally wont notice slop in the drivetrain like a manual will pronounce.
Kris
Thread of the Week
Cooking on the trail!
Events and Happenings:
Metalcloak Stampede
April 8th – 9th
Moonlight Madness poker run
Weekend of june 24, 25 and 26 2016
Outro:
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