Rear Differential Lock and MTS Can You Use Both Together?

[Lexington]

Hi All

I’m looking at the manual on how to use the differential lock. The manual says the following.

■ Locking the rear differential
The following systems do not operate when the rear differential is locked. It is
normal operation for the ABS warning light and VSC OFF indicator to be on at this time.
• ABS
• Multi Terrain ABS
• Brake assist system
• VSC
• Hill-start assist control

Now it says Multi Terrain ABS and not Multi Terrain Select. So how would you interpret this? I know MTS work by primarily using throttle control but also ABS when needed. So does it mean you can use it with MTS but when you do it disables the ABS and only uses throttle control or you can’t use MTS at all when the diff locks are on?

 

[Nalcyon]

Hi All

I’m looking at the manual on how to use the differential lock. The manual says the following.

■ Locking the rear differential
The following systems do not operate when the rear differential is locked. It is
normal operation for the ABS warning light and VSC OFF indicator to be on at this time.
• ABS
• Multi Terrain ABS
• Brake assist system
• VSC
• Hill-start assist control

Now it says Multi Terrain ABS and not Multi Terrain Select. So how would you interpret this? I know MTS work by primarily using throttle control but also ABS when needed. So does it mean you can use it with MTS but when you do it disables the ABS and only uses throttle control or you can’t use MTS at all when the diff locks are on?

Dude, You've been blowing up the forum lately with the electronic traction questions, I like the curiosity!

You can activate MTS or Atrac when the rear locker is engaged. It will effect side to side wheel slip across the front axle. It is technically monitoring side to side wheel slip across the rear axle as well but there is nothing for it to do since a locked differential mechanically allows no slip side to side.

As far as ABS, I can confirm ABS is disengaged when the rear diff is locked.

I think another point of confusion for how Toyota integrated all this crap is that MTS and ATRAC both use the ABS system and hardware but are not concerned with wheel lockup in a slide but more with side to side traction across the axle. ABS and ATRAC/MTS use the same hardware but have different goals.

I'll try to find a post I did a while back that might answer more of your questions.

Here:

Another ATRAC explanation

 

[fkheath]

Dude, You've been blowing up the forum lately with the electronic traction questions, I like the curiosity!

You can activate MTS or Atrac when the rear locker is engaged. It will effect side to side wheel slip across the front axle. It is technically monitoring side to side wheel slip across the rear axle as well but there is nothing for it to do since a locked differential mechanically allows no slip side to side.

As far as ABS, I can confirm ABS is disengaged when the rear diff is locked.

I think another point of confusion for how Toyota integrated all this crap is that MTS and ATRAC both use the ABS system and hardware but are not concerned with wheel lockup in a slide but more with side to side traction across the axle. ABS and ATRAC/MTS use the same hardware but have different goals.

I'll try to find a post I did a while back that might answer more of your questions.

Here:

Another ATRAC explanation

Thanks Nalcyon for your excellent tutorials on ATRAC, MTS, and lockers.

I just wanted to add a bit of perspective on ATAC. I have an SR5 Premium, thus don't have a locker. Your tutorial talks about how ATAC works when a wheel at the opposite end of the axle is off the ground.

But there are occasions when diagonal wheels are off the ground, what I call teeter-totter mode. When in 4WD (front and rear axle "locked") you can't move if you don't have a locker, either on the front or rear. This is where ATAC has been helpful for me, keeping the diagonal wheels off the ground from spinning and sending power to the diagonal wheels that are on the ground. Thus, ATAC can act, somewhat, like a locker.

 

[Lexington]

Dude, You've been blowing up the forum lately with the electronic traction questions, I like the curiosity!

You can activate MTS or Atrac when the rear locker is engaged. It will effect side to side wheel slip across the front axle. It is technically monitoring side to side wheel slip across the rear axle as well but there is nothing for it to do since a locked differential mechanically allows no slip side to side.

As far as ABS, I can confirm ABS is disengaged when the rear diff is locked.

I think another point of confusion for how Toyota integrated all this crap is that MTS and ATRAC both use the ABS system and hardware but are not concerned with wheel lockup in a slide but more with side to side traction across the axle. ABS and ATRAC/MTS use the same hardware but have different goals.

I'll try to find a post I did a while back that might answer more of your questions.

Here:

Another ATRAC explanation

Thanks.

It started off with just trying to understand the difference between A-Trac and MTS. It was pretty easy finding an explanation on A-Trac but surprisingly no one could really explained how MTS worked and when was it best to use A-Trac and when to use MTS. I was only able to find the answer from this forum. Great explanation on A-Trac by the way.

So here is the difference between A-Trac and MTS.

A-Trac is more aggressive of the two. As you said, it uses The ABS to to stop the free spinning wheel in order to force torque to the wheel that has contact with the ground, thus providing better traction. However, the downside is that it puts a lot of stress on the brakes and torque converter. If it is used too long it will cause the brakes and transmission fluid to over heat which could damage them.

MTS on the other hand uses throttle control to control wheel spin to improve traction and will engage the ABS when needed. This method is much easier on the transmission and brakes and therefore can be used for long periods of time.

So when do you A-Trac and MTS? A-Trac is designed to get you out of the most difficult spots but once your out of that difficult spot switch to MTS. You can basically drive all day in MTS but you can’t do that with A-Trac because you run the risk of overheating your brakes and transmission.

 

[Nalcyon]

Thanks Nalcyon for your excellent tutorials on ATRAC, MTS, and lockers.

I just wanted to add a bit of perspective on ATAC. I have an SR5 Premium, thus don't have a locker. Your tutorial talks about how ATAC works when a wheel at the opposite end of the axle is off the ground.

But there are occasions when diagonal wheels are off the ground, what I call teeter-totter mode. When in 4WD (front and rear axle "locked") you can't move if you don't have a locker, either on the front or rear. This is where ATAC has been helpful for me, keeping the diagonal wheels off the ground from spinning and sending power to the diagonal wheels that are on the ground. Thus, ATAC can act, somewhat, like a locker.

Absolutely, well put. This is one of the benefits of an ATRAC like system vs a traditional limited slip diff (for off roading). You get in your "teeter totter" mode, and the brake based traction can usually get you going again where an open diff or limited slip may struggle. It does not allow you to have as much control as a locker does but it is way better than having to use more momentum to get through.

IMO where ATRAC suffers vs a true locker or limited slip is in slippery conditions where all 4 wheels are on the ground such as sand snow or mud. (Being from east Texas I know more about mud than snow). The reason is mainly 2 fold. First, ATRAC is reactionary in that it usually needs one side to slip before it transfers power possibly exacerbating the situation, and the second is because by applying the brakes it is sending power to the other wheel but it is also creating more friction for the motor and transmission to overcome. On the other hand LSD or locker have the power to both wheels instantly.

While I still say that lockers front and rear still trump all other traction aids, (offroad), I believe systems such as ATRAC are more than sufficient for most use cases and have the benefit of (usually) not adding much more cost to the price of the vehicle. Most Jeep Wranglers sold do not have limited slip or lockers front or rear but do just fine based on just there version of ATRAC, (07-present).

A final note of rambling is that it is fairly easy to loose access to your ATRAC system if your 4runner has any sort of malfunction that throws codes. The computer usually disables ATRAC and MTS abilities until the code is cleared while the locker can still be used.

 

[Lexington]

Dude, You've been blowing up the forum lately with the electronic traction questions, I like the curiosity!

You can activate MTS or Atrac when the rear locker is engaged. It will effect side to side wheel slip across the front axle. It is technically monitoring side to side wheel slip across the rear axle as well but there is nothing for it to do since a locked differential mechanically allows no slip side to side.

As far as ABS, I can confirm ABS is disengaged when the rear diff is locked.

I think another point of confusion for how Toyota integrated all this crap is that MTS and ATRAC both use the ABS system and hardware but are not concerned with wheel lockup in a slide but more with side to side traction across the axle. ABS and ATRAC/MTS use the same hardware but have different goals.

I'll try to find a post I did a while back that might answer more of your questions.

Here:

Another ATRAC explanation

Anyway, that is good to know that you can use the rear differential lock with MTS. Out of curiosity in what situation would it be advantageous to use read differential lock when using A-Track or MTS or does it really help. I can see using the diff lock by itself when you need extra rear traction and I can kind of see using it with MTS but you loose the ABS with the front wheels but still have the throttle control. I’m not sure if it’s beneficial using it with A-Trac. The manual says when the rear diff is locked the Brake Assist System is turned off. Does it turn it off just for the rear or all 4 wheels? If just the rear the. I can see both being used together. If it’s turned off for all 4 wheels then there is no point using it with A-Trac.

 

[Lexington]

Absolutely, well put. This is one of the benefits of an ATRAC like system vs a traditional limited slip diff (for off roading). You get in your "teeter totter" mode, and the brake based traction can usually get you going again where an open diff or limited slip may struggle. It does not allow you to have as much control as a locker does but it is way better than having to use more momentum to get through.

IMO where ATRAC suffers vs a true locker or limited slip is in slippery conditions where all 4 wheels are on the ground such as sand snow or mud. (Being from east Texas I know more about mud than snow). The reason is mainly 2 fold. First, ATRAC is reactionary in that it usually needs one side to slip before it transfers power possibly exacerbating the situation, and the second is because by applying the brakes it is sending power to the other wheel but it is also creating more friction for the motor and transmission to overcome. On the other hand LSD or locker have the power to both wheels instantly.

While I still say that lockers front and rear still trump all other traction aids, (offroad), I believe systems such as ATRAC are more than sufficient for most use cases and have the benefit of (usually) not adding much more cost to the price of the vehicle. Most Jeep Wranglers sold do not have limited slip or lockers front or rear but do just fine based on just there version of ATRAC, (07-present).

A final note of rambling is that it is fairly easy to loose access to your ATRAC system if your 4runner has any sort of malfunction that throws codes. The computer usually disables ATRAC and MTS abilities until the code is cleared while the locker can still be used.

Got it! Thanks for that clarification.

Yes I’ve heard from manny sources that front and rear diff lock is superior. So why don’t they just add that? Is it really that much more expensive? I’ve heard many people add a ARB front diff lock. Don’t know how much they cost to buy and install though.

 

[Nalcyon]

Thanks.

It started off with just trying to understand the difference between A-Trac and MTS. It was pretty easy finding an explanation on A-Trac but surprisingly no one could really explained how MTS worked and when was it best to use A-Trac and when to use MTS. I was only able to find the answer from this forum. Great explanation on A-Trac by the way.

So here is the difference between A-Trac and MTS.

A-Trac is more aggressive of the two. As you said, it uses The ABS to to stop the free spinning wheel in order to force torque to the wheel that has contact with the ground, thus providing better traction. However, the downside is that it puts a lot of stress on the brakes and torque converter. If it is used too long it will cause the brakes and transmission fluid to over heat which could damage them.

MTS on the other hand uses throttle control to control wheel spin to improve traction and will engage the ABS when needed. This method is much easier on the transmission and brakes and therefore can be used for long periods of time.

So when do you A-Trac and MTS? A-Trac is designed to get you out of the most difficult spots but once your out of that difficult spot switch to MTS. You can basically drive all day in MTS but you can’t do that with A-Trac because you run the risk of overheating your brakes and transmission.

Lexington, you're almost there but while MTS does change throttle control input it still uses the ABS system to transfer power just like ATRAC. Think of MTS as "Spicy ATRAC".

I think Toyota would have saved a lot of confusion for people if they would have dropped the ATRAC button off of the offroad models.

As to overheating brakes, this would only apply if ATRAC/MTS is actually using the brakes for long periods of time because if there is not a differential in traction, (both wheels turning at the same speed across the axle), the system is not doing anything other than monitoring wheel speed. It is only when there is a traction differential that it steps in.

It sounds like you may have viewed a recently posted youtube video from the Northwest that I also viewed. Those guys are awesome but slightly off on their explanation.

Remember ATRAC and MTS are the same thing other than MTS allows you to "fine tune" the intervention (and possibly change throttle input which will have no bearing on power transfer across the axle, just make for smoother throttle control).

For those with offroad models, I say feel free to completely ignore the ATRAC button or MTS button, just pick one and go with it. (for me its the ATRAC button as it seems to work over the widest spectrum of obstacles).

 

[Lexington]

Lexington, you're almost there but while MTS does change throttle control input it still uses the ABS system to transfer power just like ATRAC. Think of MTS as "Spicy ATRAC".

I think Toyota would have saved a lot of confusion for people if they would have dropped the ATRAC button off of the offroad models.

As to overheating brakes, this would only apply if ATRAC/MTS is actually using the brakes for long periods of time because if there is not a differential in traction, (both wheels turning at the same speed across the axle), the system is not doing anything other than monitoring wheel speed. It is only when there is a traction differential that it steps in.

It sounds like you may have viewed a recently posted youtube video from the Northwest that I also viewed. Those guys are awesome but slightly off on their explanation.

Remember ATRAC and MTS are the same thing other than MTS allows you to "fine tune" the intervention (and possibly change throttle input which will have no bearing on power transfer across the axle, just make for smoother throttle control).

For those with offroad models, I say feel free to completely ignore the ATRAC button or MTS button, just pick one and go with it. (for me its the ATRAC button as it seems to work over the widest spectrum of obstacles).

Yes I know the MTS uses the ABS systems just like A-Tracs. And yes I have seen the Northwest guys but it was actually someone else on this forum that said the MTS relies more on Throttle Control and less ABS where A-Trac relies more heavily on the ABS. To me this made sense. When using A-Tracs it makes a lot of strange popping and spring noise and even more with crawl control. I don’t seem to hear these noises as much when using MTS. So that’s why I came to that conclusion. Everyone is in agreement with how A-Tracs works but this is not the case with MTS. Some say it’s A-Trac with a variable terrain control and other say it heavily relies on throttle control to control traction which supposedly reduces the amount of A-Trac ABS braking features. This is what set me off in my search for the answer.

So out of curiosity have you used A-Trac for a extended period of time? I have used it but only for short periods of time.

 

[1000MPH]

I like to use my rear locker with MTS sand to climb steep loose sand where you’re willing to trade some wheelspin for momentum and you want to keep the engine in its power band.
I’ve used ATRAC to pull me off a spot where I was high-centered on my pumpkin and one front wheel. Just a couple inches forward was all I needed and ATRAC worked perfectly.

Edit: High-Centered, not High-Sided.

 

[lewdog998]

So if I have a locker and approaching water crossing with unknown bottom...what setting would be optimal to deal with unexpected soft / muddy bottom?

 

[Finslayer83]

So if I have a locker and approaching water crossing with unknown bottom...what setting would be optimal to deal with unexpected soft / muddy bottom?

you should walk it first.

then 4l, locker, 2nd gear, and hold constant momentum.

 

[KiwiKurt]

If you’re stopped and trying to get going, and cant on account of wheel spin, apply left foot brake pressure with ATRAC on and progressively roll into the throttle. It gives buffer to the wheels most inclined to spin and ATRAC will figure out the rest. Once you start moving forward release the brake. If it doesn’t, then it’s time for recovery steps.

Imo; ATRAC and lockers are things you use to not get stuck or get unstuck. MTS is what you “drive with”, because of the type of intervention. I view left foot braking and atrac as alternatives/additives to lockers; MTS is simply terrain based traction control programming.

Both have their purposes, i use MTS all the time based on terrain; and LFB, ATRAC, and lockers to get unstuck (or if i think there is a likelyhood of it)

Anecdotally, I just sold my ‘20 Jeep to back to a toyota. The traction control system in the new jeeps is good, but it isnt as good as atrac by a long shot. Its slower to react by a wide margin, and doesnt do as good a job stopping a single wheel from spinning. Ive had ATRAC vehicles cross axled and pulled away; my jeep would not do that without lockers or left foot brake applied.

Just my $.02 from roaming around africa.

 

[Lexington]

L
Imo; ATRAC and lockers are things you use to not get stuck or get unstuck. MTS is what you “drive with”, because of the type of intervention. I view left foot braking and atrac as alternatives/additives to lockers; MTS is simply terrain based traction control programming.

Both have their purposes, i use MTS all the time based on terrain; and LFB, ATRAC, and lockers to get unstuck (or if i think there is a likelyhood of it)

Just my $.02 from roaming around africa.

On the difference between A-Tracs and MTS this is how I understand it now. That is a simple and excellent wording on the difference between the two. Thank you.
Also thanks for the LFB tip.

I have another question. The manual says when you engage the rear diff it turns of the ABS and electronic braking. Does it turn it off for all 4 wheels or just the rear wheels? My guess would be just the rear wheels.

 

[KiwiKurt]

On the difference between A-Tracs and MTS this is how I understand it now. That is a simple and excellent wording on the difference between the two. Thank you.
Also thanks for the LFB tip.

I have another question. The manual says when you engage the rear diff it turns of the ABS and electronic braking. Does it turn it off for all 4 wheels or just the rear wheels? My guess would be just the rear wheels.

Engaging the locker disables the ABS, but ATRAC and locker can be activated at the same time. The cascade is interesting. 4lo disables TSC and VSC but not ABS. locker deactivates ABS, but ATRAC can be engaged with the locker. I never asked anyone from Toyota why that is that way, maybe someone here has. The traction systems and the ABS system share much of the same hardware, but work from different sides of the “brain”. Functionally, having ABS disabled with the locker trying to climb out of something with LFB helps, since ABS is no longer trying to unlock the wheel we are trying to lock up. Thats the only reason i can think of for the split off the top of my head….from a user standpoint its great, and maybe thats why they designed it that way. I can think of times i would be in 4lo and still want ABS, but ABS with the locker on as Im trying to modulate via brake pressure would potentially be counter productive.

I find such rare cases where I actually use a diff lock anymore that I havent evaluated it beyond tnag, though. I dont even buy front lockers anymore, and havent for years. Imo, modern traction control systems like atrac and mts are making mechanical lockers less and less important for 90%+ of users in 90%+ of situations. I mean think about it; atrac will pull a vehicle that’s cross axled. What more do you need from a traction standpoint that a locker would actually address?



Give some thought to going to an offroad driving school. The good ones do a really good job of teaching what you can do with what seems like not a lot of truck…..

 

[Nalcyon]

Yes I know the MTS uses the ABS systems just like A-Tracs. And yes I have seen the Northwest guys but it was actually someone else on this forum that said the MTS relies more on Throttle Control and less ABS where A-Trac relies more heavily on the ABS. To me this made sense. When using A-Tracs it makes a lot of strange popping and spring noise and even more with crawl control. I don’t seem to hear these noises as much when using MTS. So that’s why I came to that conclusion. Everyone is in agreement with how A-Tracs works but this is not the case with MTS. Some say it’s A-Trac with a variable terrain control and other say it heavily relies on throttle control to control traction which supposedly reduces the amount of A-Trac ABS braking features. This is what set me off in my search for the answer.

So out of curiosity have you used A-Trac for a extended period of time? I have used it but only for short periods of time.

As to the MTS relying on throttle control think about what it does when engaged... These vehicles do not have a mechanical linkage to the throttle body and rely on drive by wire. Therefore throttle response can be changed. Why would you want to change throttle response? A highly responsive throttle can have a tendency to cause a "jerky" pedal input. Softening it up will allow a more gradual increase in throttle such as you might want when going over bumpy terrain where you might give too much throttle inadvertently. Think of the difference in flooring the throttle on a snowy road vs easing into it. The throttle response by itself does not add any traction to the vehicle, it can simply change the response to be more or less responsive keeping you from accidentally giving too much throttle and spinning the wheels. (BTW this is why so many people on this forum use the pedal commander, they feel the stock tuning of the throttle is too soft).

As to the ATRAC extended periods of time the answer is yes. I run the fence line on our farm at least 2 times a week and the vehicle stays in 4lo ATRAC for the entire run, (usually about an hour and 15 minutes). However on this trail there are only about 3 obstacles where ATRAC, (and sometimes locker when it's really wet), are needed. The only time the ATRAC system is doing anything other than monitoring cross axle wheel spin is during those 3 obstacles, the rest of the time it is just along for the ride.

Man, I love this 4runner but sometimes miss the simplicity of my old YJ with detroit lockers front and rear. No buttons, no activation, no traction control at all, just let out the clutch and go.

EDIT: AFter re reading the post I don't want to sound like I'm talking down or assume you don't know some of this stuff, but someone in the future may find this thread useful. I know I've learned a lot from the responses to people asking questions like your original post.

 

[Lexington]

As to the MTS relying on throttle control think about what it does when engaged... These vehicles do not have a mechanical linkage to the throttle body and rely on drive by wire. Therefore throttle response can be changed. Why would you want to change throttle response? A highly responsive throttle can have a tendency to cause a "jerky" pedal input. Softening it up will allow a more gradual increase in throttle such as you might want when going over bumpy terrain where you might give too much throttle inadvertently. Think of the difference in flooring the throttle on a snowy road vs easing into it. The throttle response by itself does not add any traction to the vehicle, it can simply change the response to be more or less responsive keeping you from accidentally giving too much throttle and spinning the wheels. (BTW this is why so many people on this forum use the pedal commander, they feel the stock tuning of the throttle is too soft).

As to the ATRAC extended periods of time the answer is yes. I run the fence line on our farm at least 2 times a week and the vehicle stays in 4lo ATRAC for the entire run, (usually about an hour and 15 minutes). However on this trail there are only about 3 obstacles where ATRAC, (and sometimes locker when it's really wet), are needed. The only time the ATRAC system is doing anything other than monitoring cross axle wheel spin is during those 3 obstacles, the rest of the time it is just along for the ride.

Man, I love this 4runner but sometimes miss the simplicity of my old YJ with detroit lockers front and rear. No buttons, no activation, no traction control at all, just let out the clutch and go.

EDIT: AFter re reading the post I don't want to sound like I'm talking down or assume you don't know some of this stuff, but someone in the future may find this thread useful. I know I've learned a lot from the responses to people asking questions like your original post.

Halcyon All is good. I didn’t take it as you talking down. You’re just trying to explain for the benefit of everyone. I know there are a lot of new people reading this as well.

As for MTS and A-Trac I understand it pretty much the way you explained it. They both try to improve traction by limiting wheel slipping but it different ways.

The MTS improves traction by limiting wheel over spinning through computer throttle control and not mechanical as you explained. (Nice detailed explanation.) I think they call this throttle mapping correct? And it also uses computer breaking like A-Tracs when needed. Because it focuses primarily on throttle control I believe it puts less stress on the transmission and brakes, therefore safer for longer periods of driving. This is my theory on it.

With A-Trac it’s primary function seems to be focused on stopping wheel spinning and slipping in order to force power to the wheel that has traction to the ground. Essentially it’s a electronic differential lock so to speak. To me this seems to put more stress on the brakes and transmission and can cause over heating if it’s over stress for a long period of time.

I think the reason I was over cautious with using A-Tracs is because most of the videos I watched are guys using it in rough terrain or digging themselves out of sand and you can just hear the spring and popping noise going on the whole time. One guy had a gauge showing it transmission temperature and at one point it was getting close to over heating. This was when he was demonstrating using craw control to dig himself out of the sand. Anyway, you don’t see a lot of videos of guys just casually driving around with A-Tracs on but I have seen it with MTS. Also my experience with using A-Tracs and MTS is limited. I only turned them on when I thought I would need them. I didn’t drive with them on for any extended periods of time. So thanks for sharing your experience. I thought A-Tracs was more aggressive all the time but from what you are saying it only seems to activates when it’s needed. This is the kind of information I’m looking for on this forum, more real world experience.

I do have one other question for you. When your in MTS and you have a wheel come off the ground, does the computer put brakes on the free spinning wheel to transfer power to the wheel on the ground or does it just slow it down? I think it works like A-Tracks but I’m not 100% sure.

 

[ElectroBoy]

Good information here. Now, one more thing. What are the recommendations on the gear to be in when climbing uphill in rocky terrain with some loose patches of gravel in 4LO? Keep it in D or use S1, S2?

Wondering about the discussion on MTS with its throttle controlling function. Say if you’re revving the engine in 4LO S1 keeping momentum going uphill and one or more wheels hit loose gravel and starts to spin. Will MTS kill the throttle trying to stop the spin?

 

[Nalcyon]

Halcyon All is good. I didn’t take it as you talking down. You’re just trying to explain for the benefit of everyone. I know there are a lot of new people reading this as well.

As for MTS and A-Trac I understand it pretty much the way you explained it. They both try to improve traction by limiting wheel slipping but it different ways.

The MTS improves traction by limiting wheel over spinning through computer throttle control and not mechanical as you explained. (Nice detailed explanation.) I think they call this throttle mapping correct? And it also uses computer breaking like A-Tracs when needed. Because it focuses primarily on throttle control I believe it puts less stress on the transmission and brakes, therefore safer for longer periods of driving. This is my theory on it.

With A-Trac it’s primary function seems to be focused on stopping wheel spinning and slipping in order to force power to the wheel that has traction to the ground. Essentially it’s a electronic differential lock so to speak. To me this seems to put more stress on the brakes and transmission and can cause over heating if it’s over stress for a long period of time.

I think the reason I was over cautious with using A-Tracs is because most of the videos I watched are guys using it in rough terrain or digging themselves out of sand and you can just hear the spring and popping noise going on the whole time. One guy had a gauge showing it transmission temperature and at one point it was getting close to over heating. This was when he was demonstrating using craw control to dig himself out of the sand. Anyway, you don’t see a lot of videos of guys just casually driving around with A-Tracs on but I have seen it with MTS. Also my experience with using A-Tracs and MTS is limited. I only turned them on when I thought I would need them. I didn’t drive with them on for any extended periods of time. So thanks for sharing your experience. I thought A-Tracs was more aggressive all the time but from what you are saying it only seems to activates when it’s needed. This is the kind of information I’m looking for on this forum, more real world experience.

I do have one other question for you. When your in MTS and you have a wheel come off the ground, does the computer put brakes on the free spinning wheel to transfer power to the wheel on the ground or does it just slow it down? I think it works like A-Tracks but I’m not 100% sure.

MTS can get power from a spinning wheel in the air to the one on the ground, especially in the higher two settings, (mogul and rock). The further to the right you go the less speed differential the system will allow across the axle. Why does it matter? Whenever you are adding brake friction you are requiring the vehicle to overcome that friction and if the system is set up to limit almost all speed differential across the axle, (rock mode), then it will be adding a lot of brake friction at the slightest slip of the wheel with less traction. Conversely if you are in mud, (the least intervention possible), it will allow a lot more speed differential across the axle because in a loose terrain environment some wheel spin can be good to clear the tire, maintain forward momentum etc. Sometimes in difficult terrain when these systems are active you can feel like you are having to give it more gas than you think and that is because you are also having to overcome the brake friction.
A note: These systems work best when you stay steady on the throttle at the time of wheel slip or add more throttle slowly and gently. A quick stab of the accelerator will usually overwhelm the system and it will scurry to readjust.

To Electro boy's question, MTS will not kill throttle like traction control will, it will only use the brakes. Now if you are in 2hi, (and possibly 4hi but not confirmed by me), and you start to slip, the traction control system can cut throttle if not deactivated, (one push of the traction control button), but MTS will not do that.