The only problem with that is they don’t make it in Quicksand.

The 4Runner system, which is the same traditional system used in the Wrangler, enhanced with modern technologies in both cases, combines terrific capability in rock and very eroded terrain with robustness and lower price.

The wheels do not spin the same. That would imply two lockers. MTS-Rock is almost as good as a locker minus the pitfalls of a front locker but it is still not a locker.

Yes, most AWD systems are marketing tools. Subarus after 2009 and a few before that have no issues with traction transfer anywhere their clearance and angles allows them to go. Few have done more than I have in an Outback.

BUT, the 4R is a tank and a Subaru is most definitely a dirt/sand/reasonable mud specialist or "softroader". It takes finesse to accomplish anything in any size rocks in a Subie whereas in the 4R you feel that the body will tear apart if needed but the frame with the seats and the steering wheel will get wherever! There is no comparison in rock especially steps and ledges, even if you size them proportionately for the vehicle's angles. The 4R will go through the highest ledge it can clear WAY easier than the Subaru will go over the tiniest of ledges.

But until you upgrade your suspension, a Subaru with a half-decent driver will run circles around the 4R on dirt roads and many easy trails. Now that I have 6112s with 650 springs and Icon rear shocks I finally don't miss my Outback even on dirt roads.

Maneuverability on tight mountain switchbacks was an issue for me the first few months with the 4R. It definitely gets used to having an atrocious turning radius. It is rarely a thing but when it is, it really is.

It had not occurred to me to get in 2wd when descending tight switchbacks...

^ this

^ and this.

Thanks for the great info MAST4R. I do have the 6112 kit with 650 springs. Don’t have the Icons yet.

I will admit that the AWD + locking center diff and transfer case the Trooper had was much more convenient to use in snow and heavy rain but I don’t plan on getting rid of my TRD Pro. It’s just way too cool.

Would be awesome if we could have that one tech feature the LC-200s have where it applies the brakes on the inner rear while turning in 4WD. Looks neat!

Did a small test over the weekend to understand the different traction modes on my 2WD 4R. Sloggy wet mud, water puddling in the ruts. 4R in normal mode reached its abilities almost right away. Auto LSD went a little further. All the traction off and some throttle got me out.

Got in my 2010 Subaru Legacy sedan. Same spot. It didn’t slip, no light on dash saying traction control was working, didn’t disable any traction. Stopped in the mud and drove out. Hardly knew the mud was there other than tires being beyond totally caked. Subaru AWD is far far superior than most people give it credit for. Still... I agree it, it is not a crawler or what I would a heavy duty off-road solution. 30mpg ain’t bad for all the time all wheels pushing at any speed. Forester before the legacy and that was an amazing little suv. Not hardly any tow abilities so gotta have the 4R.

I also have a USMC HMMWV. It’s a AWD and 4WD. It normally drives in a type of AWD but if I put it in 4H then it locks the differential and it becomes 4WD. So with the Trooper, Subaru and the HMMWV I was used to not having any problems turning. When I first put the 4R into 4H I was expecting it to drive like my other cars. It threw me off. Now I understand why. It would be nice if they made the 4R like the HMMWV where is normally drives in AWD the have the option to switch to 4WD. But I don’t know if that would affect the 4R famous reliability

Limited drives like that. Costs toyota more likely. Lc80s are also full time 4wd

To clarify for other readers, the LE has FT4WD, 4HI, and 4LO. So it has AWD when 4HI is not engaged, then it was 4WD when 4HI is engaged and the torsen diff is locked. The torsen diff is also locked in 4LO.

Ok, now I fully understand why I was confused about the 4WD. Trooper has a unique system. It normally drove as a 2WD but there was a 4WD button which was also called (Torque On Demand). Now I understand the the 4WD (TOD) button when engaged was actually a AWD and not a 4WD. So they labeled a part time AWD as 4WD. And since I only owned a Trooper for the last 25 years, this is what led to my confusion. However, it also had what was labeled as off-road 4WD in 4H & 4L. I now realized that the off-road locked the differentials. But even when I drove off road in the Sierra Mountains I almost never had to use the Off-Road gears. The TOD was capable of handling the dirt roads in the mountains except when climbing or descending steep hills. That was the only time I had to use the 4H or 4L which was not very often.

The LE mentioned above does explain how my HMMWV operates. It’s a full time AWD and a 4H & 4L. I will tell you that when the drive gear is in L and the 4L is engaged it is king! Almost nothing will stop that vehicle!

Thank you everyone for help in clearing this up for me.

Technically, the FT4WD in the LE is distinct from AWD, but for most people, probably you and me and at least half the forum, I think simplifying it as AWD is more appropriate because at the AWD/FTAWD setting the driver is passive and the system is active. My previous truck (Honda AWD) also had a "4WD mode" but what it does is lock the rear wheels (it's front drive) in AWD so all wheels are "in AWD."

In any case, all of these modes are distinct from 4HI in the LE.