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AMC\Jeep has been doing this since the late '70's \early '80's, as have several other IFA systems: passenger-side axle is made in two pieces, outer stub splined into the drive hub for the half-shaft, inner stub in the diff side gear - where the two stub ends meet there is a dog-type clutch hub on each axle end, with a slider applied\released by a vacuum or electric servo - on demand, transfer case is engaged, which engages axle clutch, and you got 4wd - also on demand, the xfer case is disengaged, front axle is disengaged, and outer stub rotates with the wheel, inner stub is free and you got 2wd - left front axle is always connected, which then rotates the left side-gear, which rotates the spiders, which rotates right side-gear and the free axle stub without spinning the differential\driveshaft\xfercase output\gear\chain drive: much less rotational resistance in the side\spider gears than with the r&p etc - the KJ isn't too cheap to have that system, it's too narrow, not enuff axle width or oilpan clearance for a disconnect assembly large-enuff to handle the torque.
Without the IFA disconnect, both axles turn their respective side-gears, simultaneously driving the spiders, which then rotates the carrier\ring\pinion - lots of rotational friction, increasing as vehicle speed increases - syn hypoid oil helps a little but not nearly as much as the split axle, which isn't nearly as free as hub disconnects - no room for hub disconnects without large hubs to house the dogs.
Correct on the xfer oiler - it's a centrifugal-type slinger\channeler, similar to oiling in the differentials - a gear or vane type pump would be extra friction\resistance, added drag on fuel economy
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'05 CRD Limited
Pricol EGT, Boost
GDE Hot '11; EDGE Trail switched
SEGR; Provent; Magnaflow;
Suncoast T\C, Transgo Tow'n'Go switch;
Cummins LP module, Fleetguard filter, Filterminder
2.5" Daystar f, OME r; Ranchos; K80767's, Al's lifted uppers
Rubicons, 2.55 Goodyears
Four in a row really makes it go
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