4H Auto offroad

[Red_shift]

Off-road newbie here...do you tend to use 4H Auto (if you have it) off-road or switch to 4H and leave it there unless you need 4L? For me, off-road means mostly gravel/dirt forest service roads.

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[REDSEAL199]

Off-road newbie here...do you tend to use 4H Auto (if you have it) off-road or switch to 4H and leave it there unless you need 4L? For me, off-road means mostly gravel/dirt forest service roads.

I've only ever used it in the snow. If you are off road and need 4wd I would urge you to always consider using 4H or 4L depending on your needs.

 

[oceanblue2019]

4 Auto has a clutch "in the middle" that will overheat off-road (or on any surface where it is engaging-disengaging really often).

You are better to put it in 4H when you head off-road.

 

[aldo98229]

^^^ this!

The first time I took it off-road I left the Selec-Trac in 4H Auto; it stunk of burned clutch!

I trained myself to switch into Part-Time mode as soon as I hit the trailhead. Haven’t had any issues since.

 

[DavidArmen]

A number have already said above but do not use 4Auto on those types of roads because the constant engagement/disengagement of the front axle will prematurely wear out the clutch system inside the transfer case.

When it comes to the full-time transfer cases such as yours, I really really wish Jeep chose to use a geared system that uses a planetary gearset which differentiates the front and rear axles, instead of a clutch system which only activates the front axle when the rear slips, and which wears down.

Those types of t-cases act just like the open differentials in axles and allow both the front and rear axles to always have power even on paved roads and when turning because you would have a center differential differentiating the front and rear axles during a turn when in 4Auto. And then switching to 4High would basically lock the center differential in the transfer case to lock the front and rear axles together and force them to rotate at the same rate.

 

[oceanblue2019]

A number have already said above but do not use 4Auto on those types of roads because the constant engagement/disengagement of the front axle will prematurely wear out the clutch system inside the transfer case.

When it comes to the full-time transfer cases such as yours, I really really wish Jeep chose to use a geared system that uses a planetary gearset which differentiates the front and rear axles, instead of a clutch system which only activates the front axle when the rear slips, and which wears down.

Those types of t-cases act just like the open differentials in axles and allow both the front and rear axles to always have power even on paved roads and when turning because you would have a center differential differentiating the front and rear axles during a turn when in 4Auto. And then switching to 4High would basically lock the center differential in the transfer case to lock the front and rear axles together and force them to rotate at the same rate.

The issue is 4L uses a planetary step down when engaged. 4H simply bypasses that step down so 1:1.

This is a very simple t-case and that allows it to be compact and tough. Adding complexity would drastically increase its size costing ground clearance and likely driveshaft angles that would limit lift especially on the 2 doors.

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