Transfer Case Technical Discussion

[orion]

So after watching the Lite Brite comparison video and the T-Case being electronically controlled and the issues Kevin brought up, I had an idea. Maybe @flip can help here by posting up the how each 4x4 mode on the T-Case selector switch goes about activating each, 4L, 4H, and 4A. I remember my company mechanic printed out a "How the 4x4 works/operates" section of his workshop manual for my Expedition. With that, it explained what needs to be seen, sensors, in order to go into each mode, and how that operation took place electronically. In the end, it was electronics/vacuum manipulating mechanical devices. So technically, we could/should be able to manipulate the devices manually if needed, aka the lever for 4H and 4L, in an emergency situation.

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[flip]

Transfer Case
OPERATING PRINCIPLE

The transfer case delivers engine torque to the rear wheels and to the front wheels, when requested. The transfer case is mounted on the rear of the transmission assembly. The transfer case has an integrated low range gear reduction using the planetary gear set.

The transfer case has five different operating modes;

• Two Wheel Drive
• Four Wheel Drive - High Range
• Four Wheel Drive - Low Range
• Four Wheel Drive Auto
• Neutral (for recreational towing)

The transfer case is commanded via the mode select switch and the AWD module. The transfer case is electronically shifted via a shift motor mounted on the front of the transfer case housing. The transfer case is filled with lubricating oil which is circulated using a mechanical oil pump. The oil pump is fitted with a strainer to filter any debris.

In four wheel drive mode there is no speed differential between the front and rear axles. This can cause driveline windup when cornering on sealed surfaces.

The Advanced 4x4 with 4A Mode Transfer case is the center of the AWD system. It is a gearbox that attaches to the output of the transmission through a splined input at the transfer case. Torque from the transmission is transferred to the front and rear driveshaft depending on AWD mode.

The transfer case is equipped with an electronically controlled high torque capacity clutch which is located inside the case. This clutch is used to synchronize the speed of the front driveline with the rear driveline during 2WD to 4WD high (4H) or 4WD AUTO (4A) shifts. The clutch also provides torque to the front driveline in all 4WD modes. The transfer case is lubricated by a positive displacement fluid pump that channels fluid flow through holes in the rear output shaft.



Two Wheel Drive Operation

In this mode all torque from the transmission is passed through the transfer case to the rear driveshaft which passes through the rear axle and to the wheels.

Four Wheel Drive Auto

In this mode the transfer case system is active all the time and requires no input from the driver. The AWD control system continuously monitors vehicle conditions and automatically applies torque to the front driveshaft. This is done through the use of a multi plate clutch pack inside the transfer case that modulates torque delivery to a chain drive that is connected to the front driveshaft. I any wheel slip is detected on the vehicle or if the vehicle is in a handling event the AWD control system commands the transfer case actuator to apply torque to a ball ramp cam system which then applies an axial force into the clutch pack.

Four Wheel Drive High Range

In this mode the clutch is essentially locked. This would lock the front and rear driveshafts together giving the vehicle maximum traction. It is a similar mode to the ESOF system 4WD high (4H) mode

Four Wheel Drive Low Range

This mode operates the same as 4WD high (4H) but in addition the torque delivered to the transfer case from the transmission passes through a planetary gear set which multiplies the torque by the given ratio. ( In the case of the Advanced 4x4 with 4A Mode transfer case the ratio is 3.06:1 ) While the torque is increased by 3.06 the output speed from the transmission is reduced by the same 3.06 ratio.

 

[flip]

Four-Wheel Drive Systems - System Operation and Component Description
System Diagram





System Operation

Four-Wheel Drive

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

• Transfer case
• Driveshafts
• 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, if equipped is available when in (4L).
• The rear electronic locking differential, if equipped 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).

G.O.A.T. Mode availability by series

	Normal	Eco	Sport	Slippery	Mud	Sand	Baja	Rock
Base	x	x	x	x		x
Big Bend	x	x	x	x	x	x
OuterBanks	x	x	x	x	x	x
Wildtrack	x	x	x	x	x	x	x
Black Diamond	x	x	x	x	x	x		x
Badlands	x	x		x	x	x	x	x

Component Description



All Terrain Control Module (ATCM)

The ATCM contains the G.O.A.T. modes rotary dial, 2H, 4H, and 4L switches. The ATCM is the logic module for the front and rear ELD , the stabilizer bar disconnect, and all G.O.A.T. mode features.

AWD module

The AWD module is the logic module for the four-wheel drive system. Multiple modules/system inputs are used for the four-wheel drive system to determine the percentage of torque to be transferred to the front wheels.

Transfer Case

A supplementary gearbox attached to the transmission. The transfer case directs power to the front drive axle via the front drive shaft.
Refer to: Transfer Case (307-07D Transfer Case - Advanced 4x4 with 4A Mode, Description and Operation).

 

[RagnarKon]

Just to expand/simplify (a bit)... the Bronco has three different transfer-case setups depending on what you purchase:

• EMTC - Electro-mechanical transfer case. This is the transfer case built into the "Advanced 4x4" package.
• ESOF - Electronic shift-on-the-fly. This is the "4x4 with Part-Time Selectable Engagement".
• ESOF w/ FAD - Electronic shift-on-the-fly with front-axle disconnect.

The ESOF transfer cases are a more traditional off-road transfer case. 100% mechanical versions of this transfer case have been around forever, and electronic shifting versions of these transfer cases have been around since the 1980s. Ford also introduced an electronic shifting transfer case into the Bronco in the 1980s and gave it the marketing term "Touch-Drive".

Certain configurations of the 6G Bronco with the ESOF have a front-axle disconnect. This is done to physically disconnect the front axle to reduce overall rotating mass and is basically the modern equivalent of "disengaging the hubs". The result is reduced wear and increased fuel economy, and without the FAD the front axle is moving anytime the wheels are moving even if it is disengaged in the transfer case. I believe all configurations without a rear locking axle have a front-axle disconnect—but not 100% sure about that. (Maybe @flip can clear that up for me.)

The EMTC transfer case is more similar to AWD systems found in many modern vehicles. Rather than using gearing/linkages to engage/disengage the front axle, it uses a clutch pack. That allows it to dynamically alter the amount of power sent to the front wheels. The EMTC has a LOT more electronics involved, and certain things like bad wheel-speed sensors or a bad torque sensor can screw up the entire system. I am hopeful Ford designed it so you can override the system and force-close those clutch packs to get it into 4-high if needed, but I'm not sure if it does. Based on what I read from the service manual description (which seems to be what @flip posted above) this seems like it may be the case. But it isn't completely clear to me.

 

[orion]

Just to expand/simplify (a bit)... the Bronco has three different transfer-case setups depending on what you purchase:

• EMTC - Electro-mechanical transfer case. This is the transfer case built into the "Advanced 4x4" package.
• ESOF - Electronic shift-on-the-fly. This is the "4x4 with Part-Time Selectable Engagement".
• ESOF w/ FOD - Electronic shift-on-the-fly with front-axle disconnect.

The ESOF transfer cases are a more traditional off-road transfer case. 100% mechanical versions of this transfer case have been around forever, and electronic shifting versions of these transfer cases have been around since the 1980s. Ford also introduced an electronic shifting transfer case into the Bronco in the 1980s and gave it the marketing term "Touch-Drive".

Certain configurations of the 6G Bronco with the ESOF have a front-axle disconnect. This is done to physically disconnect the front axle to reduce overall rotating mass and is basically the modern equivalent of "disengaging the hubs". The result is reduced wear and increased fuel economy. I believe all configurations without a rear locking axle have a front-axle disconnect—but not 100% sure about that. (Maybe @flip can clear that up for me.)

The EMTC transfer case is more similar to AWD systems found in many modern vehicles. Rather than using gearing/linkages to engage/disengage the front axle, it uses a clutch pack. That allows it to dynamically alter the amount of power sent to the front wheels. The EMTC has a LOT more electronics involved, and certain things like bad wheel-speed sensors or a bad torque sensor can screw up the entire system. I am hopeful Ford designed it so you can override the system and force-close those clutch packs to get it into 4-high if needed, but I'm not sure if it does. Based on what I read from the service manual description (which seems to be what @flip posted above) this seems like it may be the case. But it isn't completely clear to me.

Hopefully this statement is our key:
The shift motor positions the ball ramp device to completely apply the clutch.

I will test and see. On vacation right now but will be back to my Bronco on Wednesday.

 

[Bmadda]

Just to expand/simplify (a bit)... the Bronco has three different transfer-case setups depending on what you purchase:

• EMTC - Electro-mechanical transfer case. This is the transfer case built into the "Advanced 4x4" package.
• ESOF - Electronic shift-on-the-fly. This is the "4x4 with Part-Time Selectable Engagement".
• ESOF w/ FOD - Electronic shift-on-the-fly with front-axle disconnect.

The ESOF transfer cases are a more traditional off-road transfer case. 100% mechanical versions of this transfer case have been around forever, and electronic shifting versions of these transfer cases have been around since the 1980s. Ford also introduced an electronic shifting transfer case into the Bronco in the 1980s and gave it the marketing term "Touch-Drive".

Certain configurations of the 6G Bronco with the ESOF have a front-axle disconnect. This is done to physically disconnect the front axle to reduce overall rotating mass and is basically the modern equivalent of "disengaging the hubs". The result is reduced wear and increased fuel economy, and without the FOD the front axle is moving anytime the wheels are moving even if it is disengaged in the transfer case. I believe all configurations without a rear locking axle have a front-axle disconnect—but not 100% sure about that. (Maybe @flip can clear that up for me.)

The EMTC transfer case is more similar to AWD systems found in many modern vehicles. Rather than using gearing/linkages to engage/disengage the front axle, it uses a clutch pack. That allows it to dynamically alter the amount of power sent to the front wheels. The EMTC has a LOT more electronics involved, and certain things like bad wheel-speed sensors or a bad torque sensor can screw up the entire system. I am hopeful Ford designed it so you can override the system and force-close those clutch packs to get it into 4-high if needed, but I'm not sure if it does. Based on what I read from the service manual description (which seems to be what @flip posted above) this seems like it may be the case. But it isn't completely clear to me.

From what I have been able to read up so far it appears it IS NOT an electromagnetic clutch. The only wires going to the xfer case on "EMTC" go to the shift motor. I found some disassembled views (not good ones) and it looks like the shift motor applies a cam to put pressure on the 4wd clutch. It can put intermittent pressure for 4A or lock full pressure for 4H/4L. However, reports we are hearing from the trails seem to indicate that it is somehow possible to release the 4wd clutch while still in low range? From what I am reading that's not possible unless the linkage were mechanically broken inside the xfer case. I have personally not had any issues, but I'm concerned. I'm pretty sure the whole issue could be resolved w/a software update, but I also have been thinking about how to implement an "emergency manual 4wd lock" type system. It seems the failures happen when the abs loses one or more wheel speed inputs. Wheel speed sensors have NEVER been 100% reliable, and are easily damaged. This is a horrible strategy, and needs to be fixed!

 

[flip]

Just to expand/simplify (a bit)... the Bronco has three different transfer-case setups depending on what you purchase:

• EMTC - Electro-mechanical transfer case. This is the transfer case built into the "Advanced 4x4" package.
• ESOF - Electronic shift-on-the-fly. This is the "4x4 with Part-Time Selectable Engagement".
• ESOF w/ FOD - Electronic shift-on-the-fly with front-axle disconnect.

The ESOF transfer cases are a more traditional off-road transfer case. 100% mechanical versions of this transfer case have been around forever, and electronic shifting versions of these transfer cases have been around since the 1980s. Ford also introduced an electronic shifting transfer case into the Bronco in the 1980s and gave it the marketing term "Touch-Drive".

Certain configurations of the 6G Bronco with the ESOF have a front-axle disconnect. This is done to physically disconnect the front axle to reduce overall rotating mass and is basically the modern equivalent of "disengaging the hubs". The result is reduced wear and increased fuel economy, and without the FOD the front axle is moving anytime the wheels are moving even if it is disengaged in the transfer case. I believe all configurations without a rear locking axle have a front-axle disconnect—but not 100% sure about that. (Maybe @flip can clear that up for me.)

The EMTC transfer case is more similar to AWD systems found in many modern vehicles. Rather than using gearing/linkages to engage/disengage the front axle, it uses a clutch pack. That allows it to dynamically alter the amount of power sent to the front wheels. The EMTC has a LOT more electronics involved, and certain things like bad wheel-speed sensors or a bad torque sensor can screw up the entire system. I am hopeful Ford designed it so you can override the system and force-close those clutch packs to get it into 4-high if needed, but I'm not sure if it does. Based on what I read from the service manual description (which seems to be what @flip posted above) this seems like it may be the case. But it isn't completely clear to me.

These were for advanced 4x4.

 

[Mattwings]

So after watching the Lite Brite comparison video and the T-Case being electronically controlled and the issues Kevin brought up, I had an idea. Maybe @flip can help here by posting up the how each 4x4 mode on the T-Case selector switch goes about activating each, 4L, 4H, and 4A. I remember my company mechanic printed out a "How the 4x4 works/operates" section of his workshop manual for my Expedition. With that, it explained what needs to be seen, sensors, in order to go into each mode, and how that operation took place electronically. In the end, it was electronics/vacuum manipulating mechanical devices. So technically, we could/should be able to manipulate the devices manually if needed, aka the lever for 4H and 4L, in an emergency situation.

The Bronco 4A Transfer case started life in the Raptor. It's proven reliable and my personal experience has been very good. No offense, but LiteBrite is a Jeep heavy channel, they make their entire living from events and sponsors, Jeep and Jeep related products being the main focus. They have posted several videos where the jeep has not finished a ride or is not featured, because sensors have left it inoperable. It's just a dumb conclusion. With millions of Jeeps on the road and their livelihood dependent on their channel, I am not surprised at their approach nd conclusions. (BTW, I agree SFA and manual x-fer case is the ultimate Rock set up and is easy to make more durable, if rocks is your single interest and terrain, it makes the most sense, I drive my Bronco everywhere).

 

[orion]

The Bronco 4A Transfer case started life in the Raptor. It's proven reliable and my personal experience has been very good. No offense, but LiteBrite is a Jeep heavy channel, they make their entire living from events and sponsors, Jeep and Jeep related products being the main focus. They have posted several videos where the jeep has not finished a ride or is not featured, because sensors have left it inoperable. It's just a dumb conclusion. With millions of Jeeps on the road and their livelihood dependent on their channel, I am not surprised at their approach nd conclusions. (BTW, I agree SFA and manual x-fer case is the ultimate Rock set up and is easy to make more durable, if rocks is your single interest and terrain, it makes the most sense, I drive my Bronco everywhere).

I've owned nothing but Fords since High School, except my used 1999 Land Rover Discovery, and all but my first truck had ESOF 4x4 systems. The only issue I've had thus far was a vacuum leak on an Expedition hub that would allow the grind while engaging 4x4.

I wheel alone, not a people person, and get out there a ways. I may never have an issue, but if I do, I want a solution, a trail fix in case something stupid hsppens. That's what this discussion is about, not Jeep vs Ford, or Kevin/Brit/LiteBrite, it's about figuring out a solution to a problem that could potentially leave you stranded in the middle of no where...

 

[Razorbak86]

So after watching the Lite Brite comparison video and the T-Case being electronically controlled and the issues Kevin brought up, I had an idea...

No offense, but LiteBrite is a Jeep heavy channel, they make their entire living from events and sponsors, Jeep and Jeep related products being the main focus. They have posted several videos where the jeep has not finished a ride or is not featured, because sensors have left it inoperable. It's just a dumb conclusion. With millions of Jeeps on the road and their livelihood dependent on their channel, I am not surprised at their approach nd conclusions.

I've owned nothing but Fords since High School, except my used 1999 Land Rover Discovery, and all but my first truck had ESOF 4x4 systems. The only issue I've had thus far was a vacuum leak on an Expedition hub that would allow the grind while engaging 4x4.

I wheel alone, not a people person, and get out there a ways. I may never have an issue, but if I do, I want a solution, a trail fix in case something stupid hsppens. That's what this discussion is about, not Jeep vs Ford, or Kevin/Brit/LiteBrite, it's about figuring out a solution to a problem that could potentially leave you stranded in the middle of no where...

I like the subject matter in this new thread, but it you want to avoid talk about Kevin/Brit/Lite Brite, you shouldn't have led your Opening Post with that reference in your first sentence.

Since a large percentage of forum members never read past the OP before jumping straight to the comments, I suggest you edit the OP to eliminate the Lite Brite references. Otherwise, it will keep coming up, unfortunately.

 

[RagnarKon]

I've owned nothing but Fords since High School, except my used 1999 Land Rover Discovery, and all but my first truck had ESOF 4x4 systems. The only issue I've had thus far was a vacuum leak on an Expedition hub that would allow the grind while engaging 4x4.

I wheel alone, not a people person, and get out there a ways. I may never have an issue, but if I do, I want a solution, a trail fix in case something stupid hsppens. That's what this discussion is about, not Jeep vs Ford, or Kevin/Brit/LiteBrite, it's about figuring out a solution to a problem that could potentially leave you stranded in the middle of no where...

Easiest thing is probably just to disconnect the wheel speed sensor and see if it lets you switch to 4-High or 4-Low. I'm sure if you switch to 4-Auto it's going to scream and yell at you non-stop and throw you back to 2-High. But hopefully it'll let you switch to 4-High or 4-Low.

Granted there are a bunch of other sensors involved as well, but out of all of the sensors the wheel-speed sensor is likely going to be the one that breaks first out on the trail.

 

[NAP51DMustang]

Loren Healy agreed with Gittin Jr in their vid about going up pritchette. "People are breaking things and I think it's just a lack of finesse and knowledge. People just slamming things."

 

[JediMcMuffin]

Fantastic information @flip and @RagnarKon thank you!

 

[Mattwings]

My point in “bashing “ Litebrite is that they bring up an issue they relate fro Ford and the Bronco. Every current 4wd/AWD has sensors that can potentially disable a vehicle off road. They all If you notice, Kevin is rarely actually doing any work on his Jeep, he just isn’t a good resource for technical knowledge. People take one claim or thread and treat it as fact, when it is not. I enjoyed much of the technical details submitted by others and hope people get a lot out of the appropriate details and documentation!

 

[Rednek]

people believing technical talk from litebrite!

the bronco t/case can be manually shifted by removing motor and moving shift fork.

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