Put the truck in 4X4 last night. No problems. This is the one with the shift on the fly electronic deals. Getting out of 4X4 to 2X4, well it didn't. Drove around for a little and it finally released. I have no error signals or anything like that. Haven't used 4X4 mode in a while and it was cold. I realize the gear oils would be thick and all, but what other tricks are there to help it realease easier? Bud at work said to stop, put in reverse for about 20 feet, then stop, put in drive and then neutral. Hasn't done this before. Is there something on the transaxle I need to lube? Everything else works fine. No blinking lights....which is an error code on Fords.
01 F150 4X4, hard time dis-engaging
- Thread starter Schmoe
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That reverse to disengage is pretty standard fair for 4x4 and typically works, but that defeats the purpose of Shift on the fly.
My Xterra I would have to PUSH the stick down(like in towards the trans and then shift out and it would disengage. The Jeep was just shift it out. Try a syn blend for gear oil maybe(if it hasn't been serviced). Otherwise as annoying as it is, try rolling er back 15-20 feet to see if it does dis-engage.
My Xterra I would have to PUSH the stick down(like in towards the trans and then shift out and it would disengage. The Jeep was just shift it out. Try a syn blend for gear oil maybe(if it hasn't been serviced). Otherwise as annoying as it is, try rolling er back 15-20 feet to see if it does dis-engage.
Neutral stopped should be the best.. that has the hubs or a live axle? if you havent changed the transfer case oil ever.. might be a good time to see if that helps.
If I remember right those have an electric motor that shifts it?
Maybe its getting crusty after 12 years
I'm very familiar with the systems on the ranger but no so much on the f150 of that era.
If I remember right those have an electric motor that shifts it?
Maybe its getting crusty after 12 years
I'm very familiar with the systems on the ranger but no so much on the f150 of that era.
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Were you trying to get out of 4Hi or 4Lo? Our 2003 Expy in order to get in/out of 4Lo had to be stopped and in neutral. I've heard that the Transfer Case Shift solenoid is prone to fail on some of those early 2000s Borg-Warner Transfer-Cases, if it's 4Hi.
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This was from hi4x4 back to normal 2x4. I did stop and drop it in low 4x4 from high 4x4. You have to completely stop and put it in neutral, then switch from hi4x4 to low4x4. At first it didn't take, I could tell as it was accelerating normally, I slowed down quickly, then there was a big BANG. Something happened and then it was in low4x4, scared the he77 out of me. Thought I just trashed the transmission. But, then it was acting like it should in low4x4. Stopped, took it from low to hi 4x4, and that went smooth. Drove around some, then switched from hi4x4 back to 2x4, nothing. Went to neutral, still engaged, went in reverse, nothing. Then finally, it just went back to 2x4 on its own. No, the fluid in the front trans hasn't never been replace, but it only has 60K on it. Didn't think it was time for a change yet. Did notice one thing, it was really making a loud whinning sound as I got up to around 30 mph in hi4x4, haven't heard that before. Haven't had any leaks from the transmission. I'm thinking that noise was from the gear oil being cold. I could be wrong. I just hate when stuff doesn't work like it's suppose to.
With Rangers and Explorers that have trouble going in and out of 4hi, it's usually a problem with the shift motor if equipped with electric 4WD. They can get cranky in old age. It's not a super expensive or major part to replace though. It's mounted on the outside of the t-case, but the t-case may need to be dropped to access it.
My Explorer's front axle was engaged by some sort of vacuum control instead of locking hubs. Sometimes it would take a few seconds for the axle to engage, which was usually accompanied by clunking noises (normal). I think that gen of F-150 just uses a regular live axle though that doesn't have to be engaged.
My Explorer's front axle was engaged by some sort of vacuum control instead of locking hubs. Sometimes it would take a few seconds for the axle to engage, which was usually accompanied by clunking noises (normal). I think that gen of F-150 just uses a regular live axle though that doesn't have to be engaged.
That's what this is, vacuum control. Makes all the clunking noises as you described. Explorer and Supercrews share the exact same internals. I wonder when getting out of hi4x4, if there is some sort of spring related release that may have gotten crusty or something. I mean, it works and all, just takes a while to get from 4x4 to 2x4. But, it does work.
OVERKILL
$100 Site Donor 2021
Originally Posted By: 01rangerxl
With Rangers and Explorers that have trouble going in and out of 4hi, it's usually a problem with the shift motor if equipped with electric 4WD. They can get cranky in old age. It's not a super expensive or major part to replace though. It's mounted on the outside of the t-case, but the t-case may need to be dropped to access it.
My Explorer's front axle was engaged by some sort of vacuum control instead of locking hubs. Sometimes it would take a few seconds for the axle to engage, which was usually accompanied by clunking noises (normal). I think that gen of F-150 just uses a regular live axle though that doesn't have to be engaged.
The '01 F-150 is IFS like the front of my Expedition. It has an 8.8" pot in the front with CV's to the wheels. There is no vacuum control; the front wheels are engaged at all times.
Everything is done with the transfer case. The front shaft is always spinning, the difference is whether it is being driven or not.
If it is being moody, I'd dump the T-case fluid and fill it with Mobil 1 ATF. I have that in ours and it goes in and out of 4x4 beautifully even in the dead of winter.
With Rangers and Explorers that have trouble going in and out of 4hi, it's usually a problem with the shift motor if equipped with electric 4WD. They can get cranky in old age. It's not a super expensive or major part to replace though. It's mounted on the outside of the t-case, but the t-case may need to be dropped to access it.
My Explorer's front axle was engaged by some sort of vacuum control instead of locking hubs. Sometimes it would take a few seconds for the axle to engage, which was usually accompanied by clunking noises (normal). I think that gen of F-150 just uses a regular live axle though that doesn't have to be engaged.
The '01 F-150 is IFS like the front of my Expedition. It has an 8.8" pot in the front with CV's to the wheels. There is no vacuum control; the front wheels are engaged at all times.
Everything is done with the transfer case. The front shaft is always spinning, the difference is whether it is being driven or not.
If it is being moody, I'd dump the T-case fluid and fill it with Mobil 1 ATF. I have that in ours and it goes in and out of 4x4 beautifully even in the dead of winter.
OVERKILL
$100 Site Donor 2021
Originally Posted By: Schmoe
Thanks for that. Maybe it's time. Wouldn't be all that hard to do. Mobil ATF, eh???
Yes, Mobil 1 ATF. It only holds a couple litres, so I'd grab 3 of them and you'll be good.
Thanks for that. Maybe it's time. Wouldn't be all that hard to do. Mobil ATF, eh???
Yes, Mobil 1 ATF. It only holds a couple litres, so I'd grab 3 of them and you'll be good.
OVERKILL
$100 Site Donor 2021
Originally Posted By: Schmoe
Thanks. I swear I hear a vacuum sound when I "flip" the switch.
You can check, I know I don't have any vacuum on mine though. They COULD be different on the truck. You should be able to see vacuum lines on the hubs if that function exists.
FWIW, I do see a vacuum diagram for the F-150 using Google. I'm surprised Ford would change it for the Expedition, since they were essentially the same chassis.
Here is a pic of the shift motor (Expedition)
Expedition hubs:
If you want the vacuum diagram I found for the F-150, let me know.
Thanks. I swear I hear a vacuum sound when I "flip" the switch.
You can check, I know I don't have any vacuum on mine though. They COULD be different on the truck. You should be able to see vacuum lines on the hubs if that function exists.
FWIW, I do see a vacuum diagram for the F-150 using Google. I'm surprised Ford would change it for the Expedition, since they were essentially the same chassis.
Here is a pic of the shift motor (Expedition)
Expedition hubs:
If you want the vacuum diagram I found for the F-150, let me know.
OVERKILL
$100 Site Donor 2021
In hind-sight I am wondering if the difference is that I lack 2HI on the Expedition. It only has "Auto/4HI/4LO", which may explain the absence of the vacuum setup in this vehicle, and likely explains why you probably DO have it if you have a "2HI" selector option.
http://en.wikipedia.org/wiki/Control_Trac
Quote:
Auto mode
Auto mode was featured on both Explorer and Expedition an allows for all-weather, all-wheel-drive capability on pavement as needed. In Auto mode, the engine’s torque is normally routed to the rear drive wheels. A misconception about the system is that it continuously shifts into and out of four-wheel-drive as needed. This is not true, for when Auto mode is selected, the front axle hubs are permanently engaged, locking them to the front axle shafts, front differential and front drive shaft. This is so the front drive shaft always rotates (turns) when the vehicle is being driven at any speed. The entire driveline is always engaged. The computer control system needs the front drive shaft to turn, so that it can monitor and compare the rotational speed of both the front and rear drive shafts. If the rear drive shaft starts to turn faster than the front, the system interprets that (along with input from other sensors) as traction loss. When traction loss is detected, up to 100 percent of the engine's torque can be sent forward, to the front differential, via the center multi-plate clutch. As it does so, control software varies the center multi-plate clutch to behave like a geard center differential, such that driveline binding and torque windup do not occur. The transfer of torque is done in secrecy, undetectable by the occupants of the vehicle. Newer versions of Auto mode include updated software logic that allow the system to predict traction loss before it happens, so that torque can be transferred before it’s needed.[6] This improvement in software allowed the system to operate more like other "always-on" full-time four-wheel-drive systems where torque is permanently supplied to all four wheels, all the time.
http://en.wikipedia.org/wiki/Control_Trac
Quote:
Auto mode
Auto mode was featured on both Explorer and Expedition an allows for all-weather, all-wheel-drive capability on pavement as needed. In Auto mode, the engine’s torque is normally routed to the rear drive wheels. A misconception about the system is that it continuously shifts into and out of four-wheel-drive as needed. This is not true, for when Auto mode is selected, the front axle hubs are permanently engaged, locking them to the front axle shafts, front differential and front drive shaft. This is so the front drive shaft always rotates (turns) when the vehicle is being driven at any speed. The entire driveline is always engaged. The computer control system needs the front drive shaft to turn, so that it can monitor and compare the rotational speed of both the front and rear drive shafts. If the rear drive shaft starts to turn faster than the front, the system interprets that (along with input from other sensors) as traction loss. When traction loss is detected, up to 100 percent of the engine's torque can be sent forward, to the front differential, via the center multi-plate clutch. As it does so, control software varies the center multi-plate clutch to behave like a geard center differential, such that driveline binding and torque windup do not occur. The transfer of torque is done in secrecy, undetectable by the occupants of the vehicle. Newer versions of Auto mode include updated software logic that allow the system to predict traction loss before it happens, so that torque can be transferred before it’s needed.[6] This improvement in software allowed the system to operate more like other "always-on" full-time four-wheel-drive systems where torque is permanently supplied to all four wheels, all the time.
Thanks. That makes sense. I had recently took out the front rotors on the truck and didn't see anything like your picture above. Seems yours would have 4 wheel drive ready on the fly automatically. On mine, they are CV's going to each wheel with a boot covering. I can feel the clicking going on just about right underneath the my feet. Makes a shhhhhh sound and then two or three clicks, 4x4 light quits blinking and it's engaged. Taking it out, don't hear any vacuum sounds or clicking. Wondering if that part of disengaging is shot and what I'm actually doing is manually forcing it out on it's own as opposed to being done through vacuum assist. Need to learn. Is that vacuum diagram hard to come by?
Thanks for all the insights!
Thanks for all the insights!
OVERKILL
$100 Site Donor 2021
I have the CV's going to each wheel with a boot as well. The hubs above are what the CV's go into. Where the rotor mounts.
The clicking underneath your feet is the transfer case (first picture) and the shift motor engaging the 4x4. Yours (with vacuum) is a 2-step process. The hubs are locked AND the transfer-case is engaged to drive the front shaft. Mine omits the first step and just uses the transfer case.
The clicking underneath your feet is the transfer case (first picture) and the shift motor engaging the 4x4. Yours (with vacuum) is a 2-step process. The hubs are locked AND the transfer-case is engaged to drive the front shaft. Mine omits the first step and just uses the transfer case.
I had the same thing going on with my Expy, it was bad shift motor.
Funny thing is i put a new shift motor in and it didn't change anything so i was going crazy, changing the fluid and so on.
Evey symptom still pointed to a bad motor so i changed it again, perfect. The new OEM motor was a dud.
Funny thing is i put a new shift motor in and it didn't change anything so i was going crazy, changing the fluid and so on.
Evey symptom still pointed to a bad motor so i changed it again, perfect. The new OEM motor was a dud.
Originally Posted By: OVERK1LL
The '01 F-150 is IFS like the front of my Expedition. It has an 8.8" pot in the front with CV's to the wheels. There is no vacuum control; the front wheels are engaged at all times.
By "live axle" I meant "always engaged," not that it was a solid axle like on a Wranger or Ram. I may have used the wrong term...I wasn't referring to the suspension setup.
The '01 F-150 is IFS like the front of my Expedition. It has an 8.8" pot in the front with CV's to the wheels. There is no vacuum control; the front wheels are engaged at all times.
By "live axle" I meant "always engaged," not that it was a solid axle like on a Wranger or Ram. I may have used the wrong term...I wasn't referring to the suspension setup.
Originally Posted By: OVERK1LL
In hind-sight I am wondering if the difference is that I lack 2HI on the Expedition. It only has "Auto/4HI/4LO", which may explain the absence of the vacuum setup in this vehicle, and likely explains why you probably DO have it if you have a "2HI" selector option.
http://en.wikipedia.org/wiki/Control_Trac
Quote:
Auto mode...
This is how Control Trac worked for '97 and on. My Explorer had a version of Control Trac that was unique to '95-'96. It has 2Hi/4Auto/4Lo. It had the vacuum disconnect. It was Control Trac you could turn off, but your only choices are 4WD when the truck decides or full on mud hole mode.
In hind-sight I am wondering if the difference is that I lack 2HI on the Expedition. It only has "Auto/4HI/4LO", which may explain the absence of the vacuum setup in this vehicle, and likely explains why you probably DO have it if you have a "2HI" selector option.
http://en.wikipedia.org/wiki/Control_Trac
Quote:
Auto mode...
This is how Control Trac worked for '97 and on. My Explorer had a version of Control Trac that was unique to '95-'96. It has 2Hi/4Auto/4Lo. It had the vacuum disconnect. It was Control Trac you could turn off, but your only choices are 4WD when the truck decides or full on mud hole mode.
OK, done some research. What's happening is the 4 wheel drive is always engaged, the vaccum pulls it out of 4x4. When you flip the switch, it releases the vacuum and engages the IWE (not sure exactly what that means). There's a vacuum hose going into the hub. I jacked up the front end and cranked up the truck with it in 2x4 mode. The tire and CV were spinning, if this was disengaged, only the tire would spin. EXPLAINS a lot like the ch-rapping mpg. I'm basically turning the gears in the transfer case and the CV axles. There are two selonoids behind the battery, one for engaging and one for disengaging. Hope it's one of those. Will go into 4 wheel drive but doesn't like it, so it's not really engaging correctly. I've driven it a lot like this. You think I messed up the transfer case? I mean, there was no power to it, I was just pushing all the gears and the axles. Starting to wonder if that whinning noise I'm hearing when it was engaged is a result from driving it wrong recently. I mean, it's got fluid and all, not like it's rubbing gears and parts dry. Geesh.....never expected this.
So your truck has vacuum hubs? Notoriously problematic on '98 and '99 Rangers. People often disable it so the axle is always engaged or replace them with manual hubs. Ford discontinued the vacuum hubs in the Ranger in '00, leaving the axle always engaged.
My Explorer used a different setup. IIRC, the hubs stayed engaged and it disconnected from the front differential. You could see the disconnect on the alxe/diff housing.
Somehow found a picture I took of the old rot bag's axle...never thought I'd have a reason to post this...
My Explorer used a different setup. IIRC, the hubs stayed engaged and it disconnected from the front differential. You could see the disconnect on the alxe/diff housing.
Somehow found a picture I took of the old rot bag's axle...never thought I'd have a reason to post this...
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