Jesse-Infotainment
Well-known member
That is a thought. I just dont trust anyone anymore.. Ive had such bad luck before
Sponsored
thank you- maybe I'm just dense about how to search, but all that info had eluded me- your post clarified all of it!!!@tc429 This was said earlier by @Tomatoboy , but there's been a lot said between then and now so it might be good to bring it back.
I believe the standard ESOF Transfer case is the Borg Warner 4419. This electrically shifts between 2H-4H-4L, locking each speed with dogs.
According to THIS ARTICLE, the "4A" transfer case is the Borg Warner 4417. This is the Torque-on-Demand system illustrated here:
New for 2021 was the 4A-Hi-Lock in the Raptor, and the Tremor 402A. This is a blend of the 2 above cases, with 4a function using the clutch, and 4H and 4L using locking dogs.
This change actaully happened for 22. 21s were built with E-IWEs for some reason.
100%, cuz I own one. Thread on another board about it. It actually came up because someone tried to install a TOD Hi-Lock and ran into...
...the fact that the Tremors and Raptors seem to still have them. He had to install e-IWEs and just has them up in his engine bay so the TCCM would stop throwing a code.
I asked someone who just took delivery of their Tremor what he saw when he just did his level, but he has yet to get back. The theory is there's something about the Hi-Lock that makes the E-IWEs important. Maybe to do with the T-Case needing to lock up before the wheel hubs, which you can't do if the wheels are permanently locked?
There's a large thread on f150forum.com. It's actually really simple, about as plug and play as you can get. It's pretty spread out, though, so I'm sure Jesse will do a better job laying it out.
100% understand. If this family owned shop had not already successfully done several jobs for my brother and I, it would have been a self install too!That is a thought. I just dont trust anyone anymore.. Ive had such bad luck before
Not at all, it’s pretty hard to find pretty much any factual information anymore from either the manufacturers, or other sources. Ford’s goofy Raptor R video is a perfect example of where the industry has gone wrong:...maybe I'm just dense about how to search, but all that info had eluded me...
Motor Trend describing Borg Warner Torque On Demand for Ford: (back in 2012 for the F150 Ecoboost)
The Torque-On-Demand system utilizes an ECU (electronic control unit) that monitors steering wheel angle and pedal position to predict slip and automatically deliver the precise proportion of torque to the front or rear axle.
The more I think about it, it’s almost the opposite and the solution that would make the most sense but wasn’t economically viable for the first gen. TOD TCs; Rather than anticipating wheel spin, or traction problems it’s anticipating the driveline wind up and low speed parking issues that make Part Time 4X4 an issue for dry pavement. With power instantly available in as many circumstances as possible. Though that doesn’t sound as sexy in the press release....and hedge against the possibility of wheelspin. Just like you said - it anticipates it so it doesn’t have to engage once the wheels spin
That makes the most sense; the ESOF motor isn’t particularly strong and isn’t synchronized with anything in at least my two vehicles and while that’s fine when you have a physical shift linkage that you can both apply a lot of force, in addition to being able to feel when the dogs are lined up and ready to engage versus crashing them. With the regular part-time transfer case as well as the new Hi-Lock case when in 4H/4L, they don’t have the luxury of a multi plate clutch to smooth the transition, so need the IWEs. I wonder how much trouble it would save to ditch the IWEs on the part time case and return to a physical linkage like pretty much every 4X4 pickup back in the day? Though maybe people have forgotten how to shift even a transfer case.This change actaully happened for 22. 21s were built with E-IWEs for some reason.
...The theory is there's something about the Hi-Lock that makes the E-IWEs important. Maybe to do with the T-Case needing to lock up before the wheel hubs, which you can't do if the wheels are permanently locked?
Seems to be. Snakebitten shared his 21 TOD truck had them.So the 2021 non Hi-Lock TOD transfer case trucks have IWEs but the 2022s and later don’t?
That freakin board, man...I had to stop reading the thread on the other forum when people started complaining about their front differentials wearing out without the integrated wheel ends.
The guy to ask would probably be the one who did the Hi-Lock swap on the other board, since his are just sitting in a bag in his engine bayAlso, has anyone taken apart the new IWEs? I heard that they were electromagnetic like an AC clutch but I have also seen mentioned that they have a motor that operates a cam.
Wish I could find someone in west Michigan that can do the swap.I had a local, family owned transmission shop install mine for $225 in my XLT. Worth every single penny to have someone else do it...
FTFY.TOD trucks (with thepossibleexception of Tremor and Raptor) deleted the IWEs mid-2021 model year.
Do you have a 145"?A word of caution if anyone swaps in TOD with 4H Lock transfer case into their ESOF trucks. The ESOF and standard TOD transfer cases are the same length, but the TOD with 4H Lock is about 24mm (nearly an inch) longer. This could require a new driveshaft as well. For my truck it did.
Yes on the 145", and max tow with the larger axle may make it worse. And no on the the reason for IWE on mechanical lock trucks. Ford has offered ESOF trucks in the past with no axle disconnect mechanism. Ranger did that for part of the previous generation. If the transfer case gets stuck, you can easily drive on pavement without breaking anything. It isn't great for tires and U-joints, but it will get you where you need to go.FTFY.
I think they're kept in case the T-case gets stuck in locked 4h and you need to drive on the street. Regular TOD can't get stuck with a locked mechanical connection.
Do you have a 145"?
The noise you hear engaging 4L is most likely the shift mechanism for the planetary gears shifting from high range to low range. I don't think the standard TOD has the capability of locking in 4L although I have not confirmed. Someone else may know better.I have a 2022 Lariat so I know I have the clutch plate 4H, but when I shift to 4L I do hear a mechanical clunk from below the truck. Does that mean it is still mechanically locking in 4L?
That's a confident "no" there. If you've got some inside information, don't bury the lede. Otherwise, I'm willing to entertain any other reason Ford left the IWEs on the Hi-lock trucks, but I haven't heard anything else that makes sense. There's "it probably won't hurt anything" and engineering "we need to make sure it doesn't."And no on the the reason for IWE on mechanical lock trucks. Ford has offered ESOF trucks in the past with no axle disconnect mechanism. Ranger did that for part of the previous generation. If the transfer case gets stuck, you can easily drive on pavement without breaking anything. It isn't great for tires and U-joints, but it will get you where you need to go.