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4

I'm assuming that model has a simple 4WD transfer case and not one with a front-to-rear differential. That means that there is no "slip" in the driveline. Generally you feel this when you try to turn at low speeds as a "binding" often accompanied by creaking or popping. For a vehicle in normal condition, this causes no damage other than slipping the ...


2

No problems with that - the "4WD" button on the Patriot just locks the torque split at 50/50 between front and rear, normally the AWD system distributes power as slip is detected. Driving on a dry highway at 50 you'll have used (slightly) more fuel with it engaged than not but that's about it. To quote the operators manual: This can be done on the fly, ...


2

Likely the cracks started at the weld HAZ ( heat affected zone) , a common problem with steels. But auto sheet metal is normally low carbon so this should not be a problem. The fact that the cracks run through the base metal shows that there have been high stresses , likely higher than the design planned. Other than repair welding , apparently it needs all ...


1

“Only city use”... and only used at weekends... never raced or rallied... anyway, rivets won’t be good enough unless they are the old type that are inserted glowing red and hammered down. You need to drill out the old spot welds then weld them together otherwise it will fail.


1

It depends on several things: Is there a centre differential? If so then you get no drive to the rear unless it is a limited slip diff. Can the rear drive train take the torque loading? Seen people do the same thing and snap the rear half-shafts due to sudden high torque - when in 4x4 and hubs are locked all four shafts share the loading. Having said ...


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