Does the Bronco Raptor have IWE - Integrated Wheel Ends?

[MNbronco]

Fine until they get water in the vacuum line and partially engage and make annoying grinding noise

Sponsored

 

[dgorsett]

Fine until they get water in the vacuum line and partially engage and make annoying grinding noise

Grinding noises are always more than annoying! LOL

 

[D-Pan14]

Speaking of grinding noise we took the new Braptor to Moab and on the way back to the place we rented I noticed a noise from the lower front driver tire area that sounded like grinding/ marbles being shook in a can. It would only happen at low RPM's and when I was feathering the gas to stay up to speed after coasting. After I got above the 1800RPM mark or so it sounded like it would catch and stop making the noise. I have been researching for days and finally ruled out the typical loose heat shield or wastegate rattle. After finding a video about this happening on the Raptor trucks and reading on this thread about when the 2H shift takes place after a half mile I have confirmed that I have an issue with my IWE already. I have an appointment on Monday to get it checked out, but I am worried about when it will actually get fixed since I am sure parts are scarce. If I swap into 4H after that half mile and then go back to 2H it won't make the noise again until I shut it off and drive somewhere else. Just something to keep an eye on if you have a Braptor since I am having an issue with it after 4,000 miles already. After looking under the hood and watching the Raptor truck IWE check valve install video I can tell you that the hoses, check valve location, and what it all looks like are not the exact same as the truck so I won't be able to just order the $10 part and do it myself. Fingers crossed they can get it fixed and I am not waiting months to get it sorted out. I am glad I was able to figure out what it was before taking it in though so they don't have to do their days long, take things apart, look everywhere, and diagnosis deal. I can pretty much make it happen on command so it shouldn't be too hard to prove my point with a quick ride-along. I am glad this thread was posted so I could confirm my suspicions.

 

[Raptor911]

parts will not be scarce if it is the same as what is used on the F150.

Speaking of grinding noise we took the new Braptor to Moab and on the way back to the place we rented I noticed a noise from the lower front driver tire area that sounded like grinding/ marbles being shook in a can. It would only happen at low RPM's and when I was feathering the gas to stay up to speed after coasting. After I got above the 1800RPM mark or so it sounded like it would catch and stop making the noise. I have been researching for days and finally ruled out the typical loose heat shield or wastegate rattle. After finding a video about this happening on the Raptor trucks and reading on this thread about when the 2H shift takes place after a half mile I have confirmed that I have an issue with my IWE already. I have an appointment on Monday to get it checked out, but I am worried about when it will actually get fixed since I am sure parts are scarce. If I swap into 4H after that half mile and then go back to 2H it won't make the noise again until I shut it off and drive somewhere else. Just something to keep an eye on if you have a Braptor since I am having an issue with it after 4,000 miles already. After looking under the hood and watching the Raptor truck IWE check valve install video I can tell you that the hoses, check valve location, and what it all looks like are not the exact same as the truck so I won't be able to just order the $10 part and do it myself. Fingers crossed they can get it fixed and I am not waiting months to get it sorted out. I am glad I was able to figure out what it was before taking it in though so they don't have to do their days long, take things apart, look everywhere, and diagnosis deal. I can pretty much make it happen on command so it shouldn't be too hard to prove my point with a quick ride-along. I am glad this thread was posted so I could confirm my suspicions.

 

[D-Pan14]

parts will not be scarce if it is the same as what is used on the F150.

I have watched a couple install videos on the trucks and it looks extremely simple, but after looking under my hood they definitely didn't do it the exact same way and use the exact same parts. I have already installed a slipstream, rock sliders, and filled up all my aux switches with lights so a few hoses don't scare me. From what I can see the hoses look totally different and they are not in the same places. I have tried to just google to find the actual Braptor part, but have not had any luck.

 

[vrtical]

I have watched a couple install videos on the trucks and it looks extremely simple, but after looking under my hood they definitely didn't do it the exact same way and use the exact same parts. I have already installed a slipstream, rock sliders, and filled up all my aux switches with lights so a few hoses don't scare me. From what I can see the hoses look totally different and they are not in the same places. I have tried to just google to find the actual Braptor part, but have not had any luck.

@flip might be able to help if there are actual part #s now.

 

[flip]

@flip might be able to help if there are actual part #s now.

No numbers or illustrations yet.

 

[C00TER]

Quick question
Does the Bronco raptor come with the electronic sway bar disconnect?

 

[Laminar]

According to the build and price it does.

 

[swamp2]

No numbers or illustrations yet.

Is this taking longer than other vehicles? Sure would be nice to check out the diagrams.

 

[flip]

Is this taking longer than other vehicles? Sure would be nice to check out the diagrams.

Yes.

 

[flip]

Never mind.
Integrated Wheel End (IWE) - 3.0L EcoBoost (299kW/406PS) (DD)
Special Tool(s) / General Equipment

	204-592 Separator, Lower Arm Ball Joint TKIT-2006C-FFMFLM TKIT-2006C-LM TKIT-2006C-ROW
Tie Rod End Remover

Removal

1. With the vehicle in NEUTRAL, position it on a hoist.
   Refer to: Jacking and Lifting (100-02 Jacking and Lifting, Description and Operation).

1. Remove the brake disc.
   Refer to: Brake Disc (206-03 Front Disc Brake, Removal and Installation).

1. Remove the wheel hub nut dust cap.

1. NOTE: Discard the nut.
   Remove and discard the wheel hub nut.

1. Disconnect the vacuum tubes from the IWE and position aside.

1. Remove the IWE -to-wheel knuckle retaining bolts.

1. 1. NOTE: Discard the nut.
      Remove and discard the outer tie rod end nut.
2. 1. NOTICE: Do not use a hammer to separate the outer tie-rod end from the wheel knuckle or damage to the wheel knuckle may result.
      Separate the outer tie rod end from the wheel knuckle.
      Use the General Equipment: Tie Rod End Remover

1. 1. Remove the wheel speed sensor wire bracket bolt.
2. 1. Unclip the wheel speed sensor wire retainers.

1. 1. Unclip the wheel speed sensor wire from the brake hose.
2. 1. Unclip the wheel speed sensor wire retainers and position aside the wheel speed sensor wire.
3. 1. Disconnect the wheel speed sensor electrical connector.

1. Remove the front brake flexible hose bracket bolt and position the brake hose aside.

1. NOTE: Discard the nut.
   Remove and discard the upper ball joint nut.

1. Separate the upper ball joint from the wheel knuckle.
   Use Special Service Tool: 204-592 Separator, Lower Arm Ball Joint.

1. Position the wheel knuckle to gain access and remove the CV shaft joint outboard end and IWE disconnect from the steering knuckle hub bearing.

1. Remove the IWE disconnect from the outboard CV joint housing.

1. Inspect the hub engagement teeth and the wheel bearing for wear or damage.

Installation

1. NOTICE: Do not dislodge the IWE seal spring when installing the IWE on halfshaft outboard end or component damage may occur.
   Install the IWE onto the halfshaft outboard end making sure the IWE splines line up to the outboard halfshaft splines.

1. NOTE: Allow the wheel knuckle to swing outward while keeping the halfshaft pushed inward.
   Once clearance is available, install the halfshaft outboard end into the wheel knuckle hub bearing.

1. NOTE: Make sure a new nut is installed.
   Connect the upper ball joint and install a new nut.
   Torque: 46 lb.ft (63 Nm)

1. 1. Position the wheel speed sensor wire and install the bolt.
2. 1. clip the wheel speed sensor wire retainers with the knuckle.
      Torque: 106 lb.in (12 Nm)

1. 1. NOTE: To check the electrical connectors and perform push, click and pull test to confirm good connection and visual inspection terminal for bent pins prior put connectors back in .
      Position the harness and connect the wheel speed sensor harness.
2. 1. Position the wheel speed sensor wire and clip the wheel speed sensor wire retainer.
3. 1. Clip the wheel speed sensor wire to the brake hose.

1. NOTE: Make sure a new nut is installed.
   Connect the tie rod and install a new nut.
   Torque: 85 lb.ft (115 Nm)

1. Position the front brake flexible hose bracket and install the bolt.
   Torque: 22 lb.ft (30 Nm)

1. Using a hand vacuum pump apply and hold 24 inHg of vacuum to the IWE actuator through the large port on IWE to retract the actuator.

1. Connect the vacuum tubes to the IWE .

1. Install the IWE -to-wheel knuckle retaining bolts.
   Torque: 106 lb.in (12 Nm)

1. NOTICE: Measure the depth of the CV shaft threaded end to the inner bearing race (shown in illustration). The minimum depth is 15.5 mm (0.61 in). If the depth is less than 15.5 mm (0.61 in) rotate the CV shaft to clear a binding condition between the IWE and CV splines. Installing the axle nut and tightening without the proper depth of protrusion will result in damage to the IWE .
   Measure the CV shaft threaded end to the inner bearing race.

1. NOTICE: Verify the spline engagement by checking for spline lash before installing the wheel hub nut or component damage may occur.
   NOTE: With vacuum still applied to the IWE .
   • NOTE: Make sure a new nut is installed.
     Install a new the axle nut.
     Torque: 221 lb.ft (300 Nm)
   • Verify free rotation of the hub with no CV joint rotation. No clicking or grinding noise should be present.
   • Release vacuum and rotate bearing slightly to engage actuator (may hear single click when IWE system engages). Verify hub and CV joint rotate together.

1. NOTE: If the dust cap to bearing interface is damaged, damaged parts must be replaced.
   Install the dust cap.

1. Install the brake disc.
   Refer to: Brake Disc (206-03 Front Disc Brake, Removal and Installation).

 

[flip]

Never mind.
Integrated Wheel End (IWE) - 3.0L EcoBoost (299kW/406PS) (DD)
Special Tool(s) / General Equipment

	204-592 Separator, Lower Arm Ball Joint TKIT-2006C-FFMFLM TKIT-2006C-LM TKIT-2006C-ROW
Tie Rod End Remover

Removal

1. With the vehicle in NEUTRAL, position it on a hoist.
   Refer to: Jacking and Lifting (100-02 Jacking and Lifting, Description and Operation).
2. Remove the brake disc.
   Refer to: Brake Disc (206-03 Front Disc Brake, Removal and Installation).
3. Remove the wheel hub nut dust cap.

1. NOTE: Discard the nut.
   Remove and discard the wheel hub nut.

1. Disconnect the vacuum tubes from the IWE and position aside.

1. Remove the IWE -to-wheel knuckle retaining bolts.

1. 1. NOTE: Discard the nut.
      Remove and discard the outer tie rod end nut.
2. 1. NOTICE: Do not use a hammer to separate the outer tie-rod end from the wheel knuckle or damage to the wheel knuckle may result.
      Separate the outer tie rod end from the wheel knuckle.
      Use the General Equipment: Tie Rod End Remover

1. 1. Remove the wheel speed sensor wire bracket bolt.
2. 1. Unclip the wheel speed sensor wire retainers.

1. 1. Unclip the wheel speed sensor wire from the brake hose.
2. 1. Unclip the wheel speed sensor wire retainers and position aside the wheel speed sensor wire.
3. 1. Disconnect the wheel speed sensor electrical connector.

1. Remove the front brake flexible hose bracket bolt and position the brake hose aside.

1. NOTE: Discard the nut.
   Remove and discard the upper ball joint nut.

1. Separate the upper ball joint from the wheel knuckle.
   Use Special Service Tool: 204-592 Separator, Lower Arm Ball Joint.

1. Position the wheel knuckle to gain access and remove the CV shaft joint outboard end and IWE disconnect from the steering knuckle hub bearing.

1. Remove the IWE disconnect from the outboard CV joint housing.

1. Inspect the hub engagement teeth and the wheel bearing for wear or damage.

Installation

1. NOTICE: Do not dislodge the IWE seal spring when installing the IWE on halfshaft outboard end or component damage may occur.
   Install the IWE onto the halfshaft outboard end making sure the IWE splines line up to the outboard halfshaft splines.

1. NOTE: Allow the wheel knuckle to swing outward while keeping the halfshaft pushed inward.
   Once clearance is available, install the halfshaft outboard end into the wheel knuckle hub bearing.

1. NOTE: Make sure a new nut is installed.
   Connect the upper ball joint and install a new nut.
   Torque: 46 lb.ft (63 Nm)

1. 1. Position the wheel speed sensor wire and install the bolt.
2. 1. clip the wheel speed sensor wire retainers with the knuckle.
      Torque: 106 lb.in (12 Nm)

1. 1. NOTE: To check the electrical connectors and perform push, click and pull test to confirm good connection and visual inspection terminal for bent pins prior put connectors back in .
      Position the harness and connect the wheel speed sensor harness.
2. 1. Position the wheel speed sensor wire and clip the wheel speed sensor wire retainer.
3. 1. Clip the wheel speed sensor wire to the brake hose.

1. NOTE: Make sure a new nut is installed.
   Connect the tie rod and install a new nut.
   Torque: 85 lb.ft (115 Nm)

1. Position the front brake flexible hose bracket and install the bolt.
   Torque: 22 lb.ft (30 Nm)

1. Using a hand vacuum pump apply and hold 24 inHg of vacuum to the IWE actuator through the large port on IWE to retract the actuator.

1. Connect the vacuum tubes to the IWE .

1. Install the IWE -to-wheel knuckle retaining bolts.
   Torque: 106 lb.in (12 Nm)

1. NOTICE: Measure the depth of the CV shaft threaded end to the inner bearing race (shown in illustration). The minimum depth is 15.5 mm (0.61 in). If the depth is less than 15.5 mm (0.61 in) rotate the CV shaft to clear a binding condition between the IWE and CV splines. Installing the axle nut and tightening without the proper depth of protrusion will result in damage to the IWE .
   Measure the CV shaft threaded end to the inner bearing race.

1. NOTICE: Verify the spline engagement by checking for spline lash before installing the wheel hub nut or component damage may occur.
   NOTE: With vacuum still applied to the IWE .
   • NOTE: Make sure a new nut is installed.
     Install a new the axle nut.
     Torque: 221 lb.ft (300 Nm)
   • Verify free rotation of the hub with no CV joint rotation. No clicking or grinding noise should be present.
   • Release vacuum and rotate bearing slightly to engage actuator (may hear single click when IWE system engages). Verify hub and CV joint rotate together.

1. NOTE: If the dust cap to bearing interface is damaged, damaged parts must be replaced.
   Install the dust cap.

1. Install the brake disc.
   Refer to: Brake Disc (206-03 Front Disc Brake, Removal and Installation).

 

[flip]

Procedure revision date: 06/20/2022​

Four-Wheel Drive Systems - 3.0L EcoBoost (299kW/406PS) (DD), Advanced 4x4 with 4A Mode - Component Location

Item	Description
1	AWD module.
2	Transfer case range sensor.
3	ATCM
4	Rear ELD connector.
5	Rear differential.
6	Rear driveshaft.
7	Transfer case.
8	Transfer case shift motor.
9	Front driveshaft.
10	Front ELD connector.
11	Front differential.
12	Transmission.

 

[flip]

The IWE system consists of the following:

1	IWE s (spring-loaded vacuum hubs)
2	Vacuum hoses
3	IWE solenoid
4	Vacuum reservoir

The IWE system uses a vacuum solenoid and vacuum actuated hubs to engage or disengage the front wheel hubs from the front half shafts.

When the 4WD system is in 2WD (2H) mode, the AWD module supplies a ground path to the IWE solenoid to apply engine vacuum to the IWE s thus disengaging the front hubs from the front half shafts. To maintain vacuum during all modes of engine operation, a one way vacuum check valve and a vacuum reservoir are positioned between the vacuum source and the IWE solenoid.

When operating in any 4WD mode, the AWD module does not supply the ground path to the IWE solenoid. Vacuum is not applied to the IWE . An internal spring keeps the IWE clutch ring engaging the front hub and the front half shaft.

The AWD module has two startup strategies that affect IWE operation after initial key cycle:

• When ambient temperature is below 32 F (0 C), the IWE engage after initial key cycle and a driven gear is selected. The hubs stay engaged regardless of a 4x4 mode change for approximately 2 miles (3km). Once the set distance has been achieved, the IWE disengage (if the vehicle is in 2WD (2H)). Distance traveled resets only if the temperature is below calibrated threshold and another key cycle occurs or if customer shifts to Park (P) and back to a driven gear within the same key cycle. The AWD module uses this strategy to warm up the front axle in cold temperatures to improve driveline synchronization.
• When ambient temperature is above 32 F (0 C), the IWE engage after the initial key cycle and a driven gear is selected. The hubs stay engaged regardless of a 4x4 mode change for approximately 0.5 miles (0.8km). Engagement only occurs once per key cycle and is not reset when shifting between Park (P) and Drive (D). The AWD module uses this strategy to delay vacuum use until vacuum-intensive engine startup has completed and sufficient vacuum is available to fully disengage the IWE .

Four-Wheel Drive

The 4WD (four wheel drive) systems consists of:

• Transfer case
• Driveshafts
• IWE
• Front axle
• Rear axle
• AWD module
• ATCM

The transfer case has five modes of operation:

• 2H - Two-wheel drive high
• 4A – Four-wheel drive auto
• 4H - Four-wheel drive high
• 4L - Four-wheel drive low
• Neutral – For recreational flat towing

(2H) OPERATION

When the ATCM is in (2H), power is delivered to the rear wheels only. This mode is appropriate for normal on-road driving on dry pavement and provides the best fuel economy. Torque is passed through the transfer case to the rear driveshaft at a 1:1 ratio. In (2H):

• The ATCM sends a (2H) mode status to the AWD module via the GWM .
• The transfer case clutch is at or below the kiss point.
• The reduction sleeve connects the input shaft and output shaft
• (2H) will momentarily be displayed in the message center at key up and after a 4WD to (2H) shift.

(4A) OPERATION

When (4A) is selected on the ATCM , the 4WD system provides electronically controlled four-wheel drive with power delivered to all four wheels, as required, for increased traction. (4A) is appropriate for all on-road driving conditions, such as dry road surfaces, wet pavement, light snow or gravel. Shifts from (2H) or (4H) to (4A) can be made at any speed. In (4A):

• The ATCM sends a (4A) mode status to the AWD module via the GWM .
• The shift motor positions the ball ramp device at the clutch kiss point when driving conditions do not require 4WD .
• The shift motor positions the ball ramp device to apply the clutch when wheel slip is anticipated or detected.
• The reduction sleeve connects the input shaft and output shaft
• (4A) is displayed in the message center.

AUTOLOCK

If the system is in (4A) and AWD module detects driving conditions that require greater 4WD performance, the AWD module temporarily turns on (4H). The message center displays 4X4 TEMPORARILY LOCKED. The 4WD system automatically returns to (4A) after the system no longer detects these driving conditions. The message center will temporarily display 4X4 RESTORED.

POWERTRAIN TORQUE PROTECTION

If the system is in (4A) and AWD module detects excessive stress or high energy going through the clutch (clutch is slipping excessively while the system is commanding max clutch torque), the shift motor will release the clutch and message center indicates 4x4 TEMPORARILY DISABLED. When the system had the ability to cool off, 4x4 operation will be automatically restored. The message center will temporarily display 4X4 RESTORED.

(4H) OPERATION

(4H) provides electronically locked four-wheel drive power to both the front and rear wheels for use in off-road or winter conditions such as deep snow, sand or mud. This mode is not for use on dry pavement. Shifts from (2H) to (4H) can be made at any speed. In (4H):

• The ATCM sends a (4H) mode status to the AWD module via the GWM .
• The shift motor positions the ball ramp device to completely apply the clutch.
• The reduction sleeve connects the input shaft and output shaft
• (4H) is displayed in the message center.

(4L) OPERATION

(4L) provides electronically locked four-wheel drive power to both the front and rear wheels for use on low traction surfaces but does so with an additional gear reduction for increased torque multiplication. Intended only for off-road applications such as deep sand, steep grades or pulling heavy objects. (4L) does not engage when your vehicle is moving above 3 mph (5 km/h); this is normal and should be no reason for concern.

Shifts to and from (4L) can only be made below 3.1 mph (5 km/h) with the transmission in Neutral. When performing this shift, wait until the 4x4 Shift in Progress message disappears in the IPC before moving the selector lever back to Drive. If the vehicle speed or transmission range is not within parameters, the message center will indicate the necessary action needed to complete the shift. In (4L):

• The ATCM sends a (4L) mode status to the AWD module via the GWM .
• The shift motor positions the ball ramp device to completely apply the clutch.
• The shift motor positions the reduction sleeve connecting the planetary carrier and output shaft
• (4L) is displayed in the message center.

NEUTRAL OPERATION

For recreational towing (all 4 wheels on the ground) the transfer case should be placed in Neutral.
Refer to: Neutral Flat Tow Activation and Deactivation (307-07B Four-Wheel Drive Systems - Advanced 4x4 with 4A Mode, General Procedures).

• The IPC sends a Neutral mode status to the AWD module via the GWM .
• The shift motor positions the ball ramp device to completely apply the clutch.
• The shift motor positions the reduction sleeve to only engage the output shaft
• “Neutral Tow Enabled” is displayed in the message center.

G.O.A.T. Modes

NOTE: Not all G.O.A.T. modes are available in each trim level.

The vehicle is equipped with Goes Over Any-type of Terrain (G.O.A.T.) Modes that allows the driver to enhance the off-road performance of the vehicle by selecting the mode best suited to the terrain and driving conditions. Each mode changes a number of the vehicle parameters within the engine, transmission, traction control and 4WD systems.

Normal

• For everyday driving. This mode is the perfect balance of excitement, comfort and convenience. This is the default mode after each ignition cycle, the driveline settings remain the same prior to the ignition cycle.
• (2H) is the default four-wheel drive mode. All four-wheel drive modes are selectable when in normal mode.
• The front electronic locking differential, is available when in (4L).
• The rear electronic locking differential, is available.
• The stabilizer bar disconnect is available if (4H) or (4L) is selected.

Eco

• For efficient driving. This mode helps deliver maximum fuel efficiency and helps to increase driving range.
• (2H) is the default four-wheel drive mode. (4L) is not selectable in eco mode.
• The front electronic locking differential is not available in eco mode.
• The rear electronic locking differential is available.
• The stabilizer bar disconnect is not available in eco mode.

Sport

• For sporty driving with improved performance handling and response. This mode increases accelerator pedal response and provides a sportier steering feel. The powertrain system holds onto lower gears longer, helping your vehicle accelerate faster.
• (2H) is the default four-wheel drive mode. (4L) is not selectable in sport mode.
• The front electronic locking differential is not available in sport mode.
• The rear electronic locking differential is available.
• The stabilizer bar disconnect is not available in sport mode.

Slippery

• For less than ideal road conditions such as snow or ice covered roads. This mode can be used for crossing terrain where a firm surface is covered with loose, wet or slippery material. Slippery mode lowers throttle response and optimizes shifting for slippery surfaces.
• (4H) is the default four-wheel drive mode. Both four-wheel drive modes are selectable in slippery mode.
• The front electronic locking differential is available when in (4L).
• The rear electronic locking differential is available.
• The stabilizer bar disconnect is not available in slippery mode.

Sand

• For off-road driving on soft, dry sand or deep snow. This mode may help get your vehicle unstuck from deep snow or sand.
• (4H) is the default four-wheel drive mode. (4L) is selectable in sand mode.
• The front electronic locking differential is available when in (4L).
• The rear electronic locking differential is engaged when in sand mode and is available in all selectable four-wheel drive modes.
• The stabilizer bar disconnect is available in (4H) or (4L).

Mud/Ruts

• For off-road driving. This mode enhances vehicle performance to traverse muddy, rutted or uneven terrains.
• (4H) is the default four-wheel drive mode. (4L) is selectable in mud/rut mode.
• The front electronic locking differential is available when in four-wheel drive low.
• The rear electronic locking differential is engaged when in mud/ruts mode.
• The stabilizer bar disconnect is available in (4H) or (4L).

Rock Crawl

• For off-road driving and optimum rock-climbing ability. Rock crawl mode optimizes the throttle and transmission response to provide you additional control of your vehicle.
• (4L) is the only four-wheel drive mode selectable in rock crawl, the system prompts you to put your vehicle into (4L) upon selection.
• The front electronic locking differential is available when in (4L).
• The rear electronic locking differential is engaged when in rock crawl mode.
• The stabilizer bar disconnects when in rock crawl mode.

Baja

• For high speed off-road driving. Baja mode optimizes the throttle control for better response and torque delivery.
• (4H) is the default four-wheel drive mode.
• The front electronic locking differential is available when in (4L).
• The rear electronic locking differential is available
• The stabilizer bar disconnect is available in (4H) or (4L).

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