Actually the transmission holds the gears longer in low range and down-shifts faster as well.
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Montana I'd check the harness plug up on the front of the tranny. You would not know the difference between this being unplugged and the pin 7 mod from looking at the dash. I never did the plug thing as I wouldn't want road crap to get into the connector and now that the pin 7 mod is actually better and protected from the elements I'll do that when I get a chance.
BTW how did Dan get credit for this? I seem to remember that it was somebody else.
BTW how did Dan get credit for this? I seem to remember that it was somebody else.
I am really confused. Thinks I'll print off this thead, take some ritalin and read it tonight!!
If it was, we went to different schools togther. 
I found it on my own, but that doesn't mean somebody else didn't.
I first brought it up on the SOR board.
I found it on my own, but that doesn't mean somebody else didn't.
I first brought it up on the SOR board.
Dan, I vaguely remember that whole exchange over on the SOR board. I thought it was somebody else who first mentioned it as the regulars had commented that it was new news and had placed you in the regular category.
This line, "You may be the only person on the planet that knows that trick!!!" is what stuck in my head. Just always thought it was somebody else. Nice going Dan 
[quote author=drohweder link=board=2;threadid=16332;start=msg157222#msg157222 date=1084564535]
I am really confused. Thinks I'll print off this thead, take some ritalin and read it tonight!!
[/quote]
It's no wonder that you may be confused. A certain amount of what is posted in this thread is incorrect.
If you want to get it straight, do the following:
1. Understand how an open differential works. All of our 80s (when unlocked) have two or three.
2. Understand how the viscous coupling works. Many of our 80s have one in the center diff.
3. Understand how electric locking differentials work. All of the US 80s have at least one, and many have three.
4. Understand that the CDL switch does nothing more than lock the center diff.
5. Understand that the pin 7 mod does nothing more than disable automatic locking of the center diff when the transfer case is shifted into low range.
6. For extra credit, understand that if the engine/transmission ecu knows that the transfer case is in low range, that the transmission shift points will be adjusted.
I am really confused. Thinks I'll print off this thead, take some ritalin and read it tonight!!
[/quote]
It's no wonder that you may be confused. A certain amount of what is posted in this thread is incorrect.
If you want to get it straight, do the following:
1. Understand how an open differential works. All of our 80s (when unlocked) have two or three.
2. Understand how the viscous coupling works. Many of our 80s have one in the center diff.
3. Understand how electric locking differentials work. All of the US 80s have at least one, and many have three.
4. Understand that the CDL switch does nothing more than lock the center diff.
5. Understand that the pin 7 mod does nothing more than disable automatic locking of the center diff when the transfer case is shifted into low range.
6. For extra credit, understand that if the engine/transmission ecu knows that the transfer case is in low range, that the transmission shift points will be adjusted.
ppc
M Go Blue
Good summary Rich and 100% correct. This thread should now be closed before it gets mucked up again. Dan is the originator of the pin 7 mod!!!
This might help.
When I took off my front driveshaft, I shifted into "D" ( the t-case is in H and the CDL is unlocked), I let off the brake, I will not move at this time. I look under the 80 at the front output shaft from the t-case. It is spinning. At this point all the power is going to the front.
I now rev the motor, the front output shaft is spinning faster, at some point the VC will lock and I will move forword (it doesn't take much throttle to get the 80 to move). I can now drive till I stop. Then the VC will unlock. When I was driving, both the front and rear output shafts were spinning at the same speed. When the VC locks up, it bypasses the differential (yes there is a differential in the t-case).
When I lock the CDL and shift into "D", the front output shaft will not spin till I let off the brake. There is no slipping in the t-case at this time.
When the CDL is unlocked, there is slipping in the t-case.
Locked there is no slipping in the t-case.
When I took off my front driveshaft, I shifted into "D" ( the t-case is in H and the CDL is unlocked), I let off the brake, I will not move at this time. I look under the 80 at the front output shaft from the t-case. It is spinning. At this point all the power is going to the front.
I now rev the motor, the front output shaft is spinning faster, at some point the VC will lock and I will move forword (it doesn't take much throttle to get the 80 to move). I can now drive till I stop. Then the VC will unlock. When I was driving, both the front and rear output shafts were spinning at the same speed. When the VC locks up, it bypasses the differential (yes there is a differential in the t-case).
When I lock the CDL and shift into "D", the front output shaft will not spin till I let off the brake. There is no slipping in the t-case at this time.
When the CDL is unlocked, there is slipping in the t-case.
Locked there is no slipping in the t-case.
I think Junk need to link my pic's of the guts of the t-case so others can see how it works.
