All wheel drive transfer case

[Charlie Lawhon]

Awesome, I'm keen to see the outcome and how it performs pulling loads.

I'm pretty interested as well.

 

[Charlie Lawhon]

Just a bump..... things are still moving forward.

Note to those that have inspiration to do things like this. Watch the lulls between the interesting parts and how long the lulls are. That's where most people fail. I'm posting the journey raw. I've done a lot of things like this from idea to product. Had I known the first go around I may not have ever tried but I'm glad I am where I am now.

 

[Charlie Lawhon]

Just a bump..... things are still moving forward.

Note to those that have inspiration to do things like this. Watch the lulls between the interesting parts and how long the lulls are. That's where most people fail. I'm posting the journey raw. I've done a lot of things like this from idea to product. Had I known the first go around I may not have ever tried but I'm glad I am where I am now.

Good news! After months of work I now have a patent pending on the all wheel drive conversion for our trucks. HOWEVER I am building the first one to go in a 2018 for testing.

 

[Ozymandias]

Good news! After months of work I now have a patent pending on the all wheel drive conversion for our trucks. HOWEVER I am building the first one to go in a 2018 for testing.

Awesome! I'm happy to hear from you and that your in business even with that Covid **** going on.

 

[Charlie Lawhon]

I got us the torsen center! It's really impressive in person. Im going to make the back of the case where you can remove a plate and the output shaft cone and change 2 gears to correct drag racing torque steer if needed without removing the whole thing and splitting the case.

Here's a crappy video I made on the spot the other day. Sorry for not having a nice production on the video.

 

[Ozymandias]

That is phantastic, I'm keen to see more details about. And of course hear about the first test drive with it.
Real AWD in a full size HD Pickup is unprecedented.
If you go into production you have to go to SEMA.

I'm still ready to provide my Gen3 for test fitting.

 

[Charlie Lawhon]

That is phantastic, I'm keen to see more details about. And of course hear about the first test drive with it.
Real AWD in a full size HD Pickup is unprecedented.
If you go into production you have to go to SEMA.

I'm still ready to provide my Gen3 for test fitting.

If you have a 3rd gen case with the input shaft so we can reference it for fit up to the trans output you'd be willing to send me I'll return it after measurement and cut you a deal on the prototype to test and keep to push as hard as you wish.

The diff is basically a Dana 80 so we already know it can handle our output requirements stand alone between the trans and rear axle.

 

[Ozymandias]

If you have a 3rd gen case with the input shaft so we can reference it for fit up to the trans output you'd be willing to send me I'll return it after measurement and cut you a deal on the prototype to test and keep to push as hard as you wish.

The diff is basically a Dana 80 so we already know it can handle our output requirements stand alone between the trans and rear axle.

So sorry but I need the Truck every day as we are living in it full time.

As you say you are using the main unit of a D80, will you still build the ability to lock it manually into it?
That is absolutely essential for a TC application.

And keep an eye on the weight of the whole TC, if it gets heavier then the stocker then you'll need also sort of a reinforcement to the Transmount as the tail housing of the AT is at is design limits and we had broken ones occasionally.

 

[Charlie Lawhon]

Very good points. I see you do your homework. I am an OEM when we design new products like this we get the other manufacturers involved with the engineering aspects of "moment loading" a mating surface of their product so we are in agreement before we begin building a prototype that using our product will not void warranty that they would be faced with.

We are already on OEM cooperative terms with Cummins. We use the industrial rear timing gear version of the 6.7 in another product we manufacture that has quite a load on the flywheel housing. That project also included Parker Hanifin and Durst engineering approval of moment loading without a support.

All that said I don't see any way around adding a load carrying mount that could be possibly be located above the TC.

The factory unit is a really light weight basic design with absolutely no slippage device much to my surprise. I don't see how they don't break all the time.

As for a manual locker I will not be offering that at this time. I have had request from my financial guy to include a disconnect internally to allow rear axle drive only. I feel like that's a bad idea but he's the guy that makes the investment to prototype so if he wants it we get it.

 

[Ozymandias]

I wouldn't want RWD only but a Locker.
What're his arguments for demanding a RWD, that's what we already have.

 

[Charlie Lawhon]

I wouldn't want RWD only but a Locker.
What're his arguments for demanding a RWD, that's what we already have.

He thinks it's gonna do better on fuel. I disagree because the front is being turned by vehicle motion all the way to the separation in the factory unit. All the rotating mass is in motion either way. .

Another guy says he wouldn't buy it if he can't have the option to do burn outs here and there.

 

[AH64ID]

I do know that when my wife's 4Runner is in RWD it gets slightly better mileage than AWD... slightly. More noticeable around town than on the highway, but RWD does burn less fuel.

I do love that transfer case... RWD, AWD-HI, AWD-LO, 4WD-HI, 4WD-LO. Now if it could just be made to handle 1,000 lb/ft

I don't care about burn-outs, but I would need to be able to lock it into 4WD.

 

[Ozymandias]

I do know that when my wife's 4Runner is in RWD it gets slightly better mileage than AWD... slightly. More noticeable around town than on the highway, but RWD does burn less fuel.

I do love that transfer case... RWD, AWD-HI, AWD-LO, 4WD-HI, 4WD-LO. Now if it could just be made to handle 1,000 lb/ft

I don't care about burn-outs, but I would need to be able to lock it into 4WD.

Same here, without 4WD I can't take it.
That is an absolute must for a serious Offroad Vehicle.
Tell this to your financial guy - do it once do it right. If he wants to sell that unit in big numbers that is a must.

Because - otherwise one tire goes airborne and that was it - stuck.

 

[Charlie Lawhon]

I do know that when my wife's 4Runner is in RWD it gets slightly better mileage than AWD... slightly. More noticeable around town than on the highway, but RWD does burn less fuel.

I do love that transfer case... RWD, AWD-HI, AWD-LO, 4WD-HI, 4WD-LO. Now if it could just be made to handle 1,000 lb/ft

I don't care about burn-outs, but I would need to be able to lock it into 4WD.

This one will handle the torque. Im not going to skimp on trying to fit the weight envelope because in this application it needs to be reliable pulling heavy loads all day every day with power adders on the engine.

I am including the planetary reduction system for hi and low range! So don't worry about losing that awesome crawl gear power and ability to use a lot of power without jerking something to pull it. I am not a fan of shock loading our frames to make something get moving.

I will look into what it will take to offer you guys a lock..... IF I personally see it needs it for off road application and I take pride in designing American products the way I was taught was "the right way" as a kid in the 70's and 80's when tradesmen pride was a thriving art and today sadly on its death bed.

I won't sleep good at night if I'm not happy with what I offer for purchase and I love to go push a vehicle hard as I can and see fit for the mechanical parts that are getting loaded. It's a nasty mind trick when you go play but spend more time thinking about how to play and not break than just living it up. But that's why I live happily in mechanical design, because I want to not have to worry knowing as long as it isn't deliberate obviously abuse that broke it there's the wonderful world of warranty.

 

[Charlie Lawhon]

Same here, without 4WD I can't take it.
That is an absolute must for a serious Offroad Vehicle.
Tell this to your financial guy - do it once do it right. If he wants to sell that unit in big numbers that is a must.

Because - otherwise one tire goes airborne and that was it - stuck.

If 1 tire goes airborne with this differential it won't matter to the other axle because it WILL lock itself solidly and force power to the axle with traction.

That said.... if you don't have locking axles and get 2 off the ground that's the fault of the axles not transferring side to side not the center diff sending all the power to 1 axle. This system simply will not do that. It's mechanically impossible to only spin 1 tire in the air even if you had open diff's in both axles and traction on the other 3 tires

 

[CJ8Rockcrawler]

Charlie,

I've been following this thread with great interest as living in the snow belt, the lack of an AWD case has been one of the main reasons I've considered upgrading my 3rd gen to a newer truck. It is not my daily driver, so I would be open to discussions if you need parts for fitment testing. We can discuss over private messaging if you'd like.

Kyle

This one will handle the torque. Im not going to skimp on trying to fit the weight envelope because in this application it needs to be reliable pulling heavy loads all day every day with power adders on the engine.

I am including the planetary reduction system for hi and low range! So don't worry about losing that awesome crawl gear power and ability to use a lot of power without jerking something to pull it. I am not a fan of shock loading our frames to make something get moving.

I will look into what it will take to offer you guys a lock..... IF I personally see it needs it for off road application and I take pride in designing American products the way I was taught was "the right way" as a kid in the 70's and 80's when tradesmen pride was a thriving art and today sadly on its death bed.

I won't sleep good at night if I'm not happy with what I offer for purchase and I love to go push a vehicle hard as I can and see fit for the mechanical parts that are getting loaded. It's a nasty mind trick when you go play but spend more time thinking about how to play and not break than just living it up. But that's why I live happily in mechanical design, because I want to not have to worry knowing as long as it isn't deliberate obviously abuse that broke it there's the wonderful world of warranty.

If you have a 3rd gen case with the input shaft so we can reference it for fit up to the trans output you'd be willing to send me I'll return it after measurement and cut you a deal on the prototype to test and keep to push as hard as you wish.

The diff is basically a Dana 80 so we already know it can handle our output requirements stand alone between the trans and rear axle.

 

[Charlie Lawhon]

Same here, without 4WD I can't take it.
That is an absolute must for a serious Offroad Vehicle.
Tell this to your financial guy - do it once do it right. If he wants to sell that unit in big numbers that is a must.

Because - otherwise one tire goes airborne and that was it - stuck.

Here is the basics of torsen. While this is a different design using spur gears to merry the axles into equal power division the one im using does the same thing where the worm gears are engaged into each other in the center.

At first I demanded the type in this video but after more education came to realize this is for smaller vehicles such as the Toyota. This is a much more cost effective design as well but they simply can not deal with the torque we are talking about in low range on pavement with a loaded gooseneck hooked up and you decide to pull the Honda civic up the side of the mountain it drove off and is now on its lid. Lol

 

[Charlie Lawhon]

Charlie,

I've been following this thread with great interest as living in the snow belt, the lack of an AWD case has been one of the main reasons I've considered upgrading my 3rd gen to a newer truck. It is not my daily driver, so I would be open to discussions if you need parts for fitment testing. We can discuss over private messaging if you'd like.

Kyle

You're welcome to text ne Kyle, I'm open to filling the need across the generations.

8176143875

I live in a bad area for my phone. I like it that way but it makes text and email essential. I won't call more than twice and not get an answer before I look for help elsewhere if ya know what I mean.

Charlie

 

[Charlie Lawhon]

Charlie,

I've been following this thread with great interest as living in the snow belt, the lack of an AWD case has been one of the main reasons I've considered upgrading my 3rd gen to a newer truck. It is not my daily driver, so I would be open to discussions if you need parts for fitment testing. We can discuss over private messaging if you'd like.

Kyle

I will also say this.....I daily a 2015 eco diesel and have some tight 90's on my roads, like recommended 25mph 90's and I've started testing the ole Borg auto 4wd. In a month i think I've eaten the clutch pack and I only request it in 4 turns twice a day and when it rains.

Had a helluva storm last night and making my last turn at a stop sign without tying it..... pretty sure I heard the clutch pack say "I'm done" ☹

 

[Charlie Lawhon]

Charlie,

I've been following this thread with great interest as living in the snow belt, the lack of an AWD case has been one of the main reasons I've considered upgrading my 3rd gen to a newer truck. It is not my daily driver, so I would be open to discussions if you need parts for fitment testing. We can discuss over private messaging if you'd like.

Kyle

I did a deep cleaning detail on it a week and a half ago. It just rolled 90k and you can see I take damn good care of my vehicle.

Sorry I had to "go to town" to upload those