Update: 3rd Differential lasts 2 months New Front Differential Implodes in 2 miles

[Hdscreens]

What was the issue for previous one imploading?

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[Gotchaa]

What was the issue for previous one imploading?

Dealer claims it was a bad replacement differential from the factory. They sent it back to ford to analyze.

Here was their report on the 1st differential replacement they put in which failed after 2 miles:

Verified concern and found grinding noise front of vehicle. Also found vehicle to lock up at times. Performed full inspection and found transmission, transfer case and rear differential to pass. Inspected drive shaft and axle for damage or leakage, inspect suspension, road test, remove differential cover and drain axle lubricant through a white cloth, inspect axle components as directed by workshop manual, clean axle housing of axle lubricant, inspect for visual wear, loose or broken components. Upon removing drain plug and draining fluid found metallic debris in fluid as well as chunks of metal. Differential internal failure. Removed and replaced front differential. Retested, passed. Performed road test and test all 4X4 functions, pass.

 

[Kickit]

I’m on my third front diff and transfer case. I’m doing the lemon law route if that helps. Ford customer service isn’t helpful, but you’re lucky you got the part quickly. First time mine had to be replaced was in the shop for 28 days. I’m currently on day 50 for the third front diff replacement with no ETA on part. Feel free to PM me if you want more info on my issues or you can search my threads, I’ve written about it in detail on the forum.

 

[Gotchaa]

I’m on my third front diff and transfer case. I’m doing the lemon law route if that helps. Ford customer service isn’t helpful, but you’re lucky you got the part quickly. First time mine had to be replaced was in the shop for 28 days. I’m currently on day 50 for the third front diff replacement with no ETA on part. Feel free to PM me if you want more info on my issues or you can search my threads, I’ve written about it in detail on the forum.

3rd wow, they didn’t replace my transfer case.

Today, I just had a CV boot leaking some grease on the front passenger side and they replaced the front axle and did an alignment as well. So 3 repairs in the first year of ownership, all in the last month. Not exactly building brand confidence here.

I had them throw it on the rack again and gave it a good look over.

Customer service sucked too for me. I have had lots of people ask me what’s up with the Bronco being the shop so much. I just say it’s a Ford now. It’s the most I have been in the shop for failed components in many years of owning Japanese and German cars. Tesla doesn’t really have much to break.

If this is happening on surface streets how can we feel confident wheeling?

 

[orion]

If this is happening on surface streets how can we feel confident wheeling?

Well, I wheel mine all the time and not one issue!

 

[Gotchaa]

Well, I wheel mine all the time and not one issue!

great pictures

 

[BroncoBuckaroo]

My front differential blew apart back in November right at Thanksgiving . I believe it’s a venting issue . My Bronco is a 21 badlands sas 2.7 with 46,000 miles . Early last year had my oil changed and the oil change tech said oil leaking from wheel bearing area. So after oil changed took it to service ..they had a tech put it on lift and said all was good just some manufacturing leftover residue. Well fast forward driving down the road on thanksgiving day and Bronco shuttered and felt like power cut off got off the next off ramp (couple miles) and sounded like a metal bucket of bolts once at low speed. Ended up having it towed the next day. I waited 3 months for parts to rebuild the differential. Got it back this late February. Took it to get oil changed 3 days ago and oil change tech says oil all over differential area. Have appt Monday morning to have tech who rebuilt differential to look at it. I drive about 1 hour 10 min to work one way at about 70mph ea day, hence all the miles on Bronco. I believe the high speed generated over that much travel at higher speeds with the sas setup is causing too much pressure in the differential leading the seals to fail and oil to get flung out under high pressure and eventually catastrophic failure of the front diff From lack of oil. The fix might be as something as simple as a different spec differential vent valve@fordmotorcompany. Another reason I think this is that I work with 2 other peeps that have Broncos..other two are lifted aftermarket ..both running 35’s. One lives slightly closer than me to work, the other just a few min away. The ones has had zero leaks or problems that lives close, the other lives far and same issue ..needed new differential.

 

[Gotchaa]

My front differential blew apart back in November right at Thanksgiving . I believe it’s a venting issue . My Bronco is a 21 badlands sas 2.7 with 46,000 miles . Early last year had my oil changed and the oil change tech said oil leaking from wheel bearing area. So after oil changed took it to service ..they had a tech put it on lift and said all was good just some manufacturing leftover residue. Well fast forward driving down the road on thanksgiving day and Bronco shuttered and felt like power cut off got off the next off ramp (couple miles) and sounded like a metal bucket of bolts once at low speed. Ended up having it towed the next day. I waited 3 months for parts to rebuild the differential. Got it back this late February. Took it to get oil changed 3 days ago and oil change tech says oil all over differential area. Have appt Monday morning to have tech who rebuilt differential to look at it. I drive about 1 hour 10 min to work one way at about 70mph ea day, hence all the miles on Bronco. I believe the high speed generated over that much travel at higher speeds with the sas setup is causing too much pressure in the differential leading the seals to fail and oil to get flung out under high pressure and eventually catastrophic failure of the front diff From lack of oil. The fix might be as something as simple as a different spec differential vent valve@fordmotorcompany. Another reason I think this is that I work with 2 other peeps that have Broncos..other two are lifted aftermarket ..both running 35’s. One lives slightly closer than me to work, the other just a few min away. The ones has had zero leaks or problems that lives close, the other lives far and same issue ..needed new differential.

Sorry to hear about your issues, but it does seem to impact a good percentage of owners, I am sure many have leaks they just don’t know about yet. I believe Ford is mostly replacing them now, no rebuilds based on Ford service tech guidance on their inspection and report.

After my second replacement, I just had the right axle replaced due to CV boot, tires rotated, and alignment.

One thing I have noticed is when I am going really slow, like 2mph, and turning left or right I have my steering wheel shaking, not even on full lock turn. Honestly I don’t remember if this was like this before the issues. Tech says it’s normal because of the MT tires. I may just be hyper sensitive to symptoms now.

Either way I am going wheeling today at Cleghorn trail here in SoCal to get some proper mud on it and see how it goes.

 

[noliveaxle]

Socal roads. I only use 2H. Why run more gearing. More heat. Less gas mileage. Save your drive for when you need it. Cleghorn is great. Have fun and lots of sideways upthere. Correct me if im wrong, doesnt sport run in 4A keeping all your gears in motion. That transfer clutch is there to wear and create heat. If i need 4 wheels, i use 4H.
4A, electric parking brakes, electronic transfer case, all defeats true offroading. I love the independent front end though.

 

[BroncoBuckaroo]

Sorry to hear about your issues, but it does seem to impact a good percentage of owners, I am sure many have leaks they just don’t know about yet. I believe Ford is mostly replacing them now, no rebuilds based on Ford service tech guidance on their inspection and report.

After my second replacement, I just had the right axle replaced due to CV boot, tires rotated, and alignment.

One thing I have noticed is when I am going really slow, like 2mph, and turning left or right I have my steering wheel shaking, not even on full lock turn. Honestly I don’t remember if this was like this before the issues. Tech says it’s normal because of the MT tires. I may just be hyper sensitive to symptoms now.

Either way I am going wheeling today at Cleghorn trail here in SoCal to get some proper mud on it and see how it goes.

so you are saying the guidance is to replace not to repair the differential. Do you have access to a service bulletin that says that?

 

[Gotchaa]

so you are saying the guidance is to replace not to repair the differential. Do you have access to a service bulletin that says that?

There is no TSB, but there is an updated procedure techs have to follow to validate the issue and document it before they can order a new differential. As far as rebuilding the gearing in the differential, I was told they don’t do that anymore.

 

[Gotchaa]

Socal roads. I only use 2H. Why run more gearing. More heat. Less gas mileage. Save your drive for when you need it. Cleghorn is great. Have fun and lots of sideways upthere. Correct me if im wrong, doesnt sport run in 4A keeping all your gears in motion. That transfer clutch is there to wear and create heat. If i need 4 wheels, i use 4H.
4A, electric parking brakes, electronic transfer case, all defeats true offroading. I love the independent front end though.

Let me post the offical description of the modes and transfer case operation. This is a good read for everyone so you are not questioning whether you should or should not be driving in a particular mode.

There should be zero issue using Sport mode or 4A all the time on roads if you don’t care about gas mileage and want top performance. I have Performance Tune and run 91, so I leave it in Sport unless I am doing long distance freeway driving. I use the 4H mode when off roading with lockers or one of the goat mode that also sets throttle response. I also have pedal commander for fine tuning.


Four-Wheel Drive Systems - System Operation and Component Description

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).





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.

 

[Gotchaa]

Driving up the mountain in 4A on Highway 38, pulled over after feeling some shimmering,
Under the passenger side bash plate I find metal shards and tow gaping holes in watch seems like the front differential again, where the locker is possibly. This is the third differential. Original had a leak, replaced, failed on 2 miles, 3rd was going well for almost 2 months.

Thank goodness there is reception, I am now waiting for 3hrs for a flatbed to get up here.

Am I right is this part of the differential ?

 

[Brian_B]

That does look like the axle tube going over to the passenger side, but it's kinda hard to tell from the shots. I have no idea what could explode out the side like that there, there's not really a lot going on right there - an intermediate shaft that just kinda spins in there.

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[Gotchaa]

Here is a better picture of this, appears like the front right axle seperated from the differential.

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