Okay,

Here's the deal...I dont have the 6.7, but the 6.2...But I wanted 2011 specific answers.


Lets start with this question...

How the the "Electronic Locking Rear Differential" work...

From my interuptation, and experiences from my truck...after 27k, is that, you pull the switch, it locks the rear axle. If you turn, you can hear the inside tire skip...It locks them together, unless the truck picks up on a super tight turn.

Now, my problem.

I know my axle isn't locking. The message center says it is, but its not.
If I take the truck on snow, or ice, I can spin one wheel no problem with the locker "locked"

So, I take the truck to my dealer. They say its working as it is supposed too. And proceeds to tell me I have confused two axles. The ELD is supposed to NOT lock it together as soon as the switch is pulled, but as soon as the wheel slips it is supposed to lock it together.

Therefore not fixing my problem. I plow snow with the truck, and know how the axle worked last year...and its not working the same this year.

So, I call Ford Customer Support, and they contact the dealer and won't do crap because the dealer says it is "operating normally"

Even though every Ford Video I can find about this axle says they are locked when the switch is pulled.

I can brake torque the truck, and only one spins.


I'm extremely frustrated. I love my truck, and would never own any other brand...but after spending over 100k in Vehicles from this particular dealer, you think I'd be treated with more respect.


Oh, BTW, the dealer is Pat Milliken Ford in Redford, MI. The sales team is FANTASTIC, but the service has been lacking on more then one occasional...It also took them 4 days to change two ball joints on my 2011...AFTER making an appointment.

 

Take it to another dealer.

 

DTC Charts
Transfer Case Control Module (TCCM) DTC Chart — Electronic Locking Differential (ELD) System
NOTE: This module utilizes a 5-character DTC followed by a 2-character failure type code. The failure type code provides information about specific fault conditions such as opens or shorts to ground. Continuous Memory Diagnostic Trouble Codes (CMDTCs) have an additional 2-character DTC status code suffix to assist in determining DTC history.
NOTE: Network DTCs (U-codes) are often a result of intermittent concerns such as damaged wiring or low battery voltage occurrences. Additionally, vehicle repair procedures such as module reprogramming often set network DTCs. Replacing a module to resolve a network DTC is unlikely to resolve the concern. To prevent repeat network DTC concerns, inspect all network wiring, especially connectors. Test the vehicle battery, refer to Section 414-01.
<TABLE border=1 cellSpacing=0 cellPadding=3><TBODY><TR><TH vAlign=bottom align=middle>DTC</TH><TH vAlign=bottom align=middle>Description</TH><TH vAlign=bottom align=middle>Action</TH></TR><TR><TD vAlign=top align=middle>P0562:00</TD><TD vAlign=top align=left>System Voltage Low: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test G.</TD></TR><TR><TD vAlign=top align=middle>P0563:00</TD><TD vAlign=top align=left>System Voltage High: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test G.</TD></TR><TR><TD vAlign=top align=middle>P1832:00</TD><TD vAlign=top align=left>Transfer Case Differential Lock-Up Solenoid Circuit Failure: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test P.</TD></TR><TR><TD vAlign=top align=middle>P1833:00</TD><TD vAlign=top align=left>Transfer Case Differential Lock-Up Solenoid Open Circuit: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test Q.</TD></TR><TR><TD vAlign=top align=middle>P1834:00</TD><TD vAlign=top align=left>Transfer Case Differential Lock-Up Solenoid Short Circuit To Battery: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test T.</TD></TR><TR><TD vAlign=top align=middle>P1835:00</TD><TD vAlign=top align=left>Transfer Case Differential Lock-Up Solenoid Short Circuit To Ground: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test Q.</TD></TR><TR><TD vAlign=top align=middle>P187A:00</TD><TD vAlign=top align=left>Transfer Case Control Module System Voltage Low - Rear Locking Differential Disabled: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test R.</TD></TR><TR><TD vAlign=top align=middle>P189A:00</TD><TD vAlign=top align=left>Axle Disconnect Switch Circuit Low: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test S.</TD></TR><TR><TD vAlign=top align=middle>U0100:00</TD><TD vAlign=top align=left>Lost Communication With ECM/PCM "A": No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test V.</TD></TR><TR><TD vAlign=top align=middle>U0101:00</TD><TD vAlign=top align=left>Lost Communication With TCM: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test W.</TD></TR><TR><TD vAlign=top align=middle>U0121:00</TD><TD vAlign=top align=left>Lost Communication With Anti-Lock Brake System (ABS) Control Module: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test X.</TD></TR><TR><TD vAlign=top align=middle>U0140:00</TD><TD vAlign=top align=left>Lost Communication With Body Control Module: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test Y.</TD></TR><TR><TD vAlign=top align=middle>U0155:00</TD><TD vAlign=top align=left>Lost Communication With Instrument Panel Cluster (IPC) Control Module: No Sub Type Information</TD><TD vAlign=top align=left>GO to Pinpoint Test U.</TD></TR><TR><TD vAlign=top align=middle>U0418:00</TD><TD vAlign=top align=left>Invalid Data Received From Brake System Control Module: No Sub Type Information</TD><TD vAlign=top align=left>REFER to Section 206-09 to diagnose the wheel speed sensor concern.</TD></TR><TR><TD vAlign=top align=middle>U2300:54</TD><TD vAlign=top align=left>Central Configuration: Missing Calibration</TD><TD vAlign=top align=left>This DTC can set if one or more expected configuration data identifications is missing (gearbox type, tire circumference) from the BCM. CARRY OUT a self-test of the BCM. If BCM DTCs are present, REFER to Section 419-10. If no BCM DTCs are present, CLEAR the DTCs. CARRY OUT a TCCM self-test. If U2300:54 returns, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U2300:55</TD><TD vAlign=top align=left>Central Configuration: Not Configured</TD><TD vAlign=top align=left>This DTC can set upon TCCM power up only until all expected configuration data parameters (gearbox type, axle ratio, tire circumference) is received from the BCM. CARRY OUT a self-test of the BCM. If BCM DTCs are present, REFER to Section 419-10. If no BCM DTCs are present, CLEAR the DTCs. CARRY OUT TCCM self-test. If U2300:55 returns, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U2300:56</TD><TD vAlign=top align=left>Central Configuration: Invalid / Incompatible Configuration</TD><TD vAlign=top align=left>This DTC can set if one expected configuration data parameter is out of range (gearbox type, axle ratio, tire circumference) from the BCM. CARRY OUT a self-test of the BCM. If BCM DTCs are present, REFER to Section 419-10. If no BCM DTCs are present, CLEAR the DTCs. CARRY OUT a TCCM self-test. If U2300:56 returns, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U2300:64</TD><TD vAlign=top align=left>Central Configuration: Signal Plausibility Failure</TD><TD vAlign=top align=left>This DTC can set if the expected axle ratio or tire circumference is out of range from the BCM. CARRY OUT a self-test of the BCM. If BCM DTCs are present, REFER to Section 419-10. If no BCM DTCs are present, CLEAR the DTCs. CARRY OUT a TCCM self-test. If U2300:64 returns, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U3000:41</TD><TD vAlign=top align=left>Control Module: General Checksum Failure</TD><TD vAlign=top align=left>CLEAR the DTC. REPEAT the self-test. If DTC U3000:41 is retrieved, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U3000:46</TD><TD vAlign=top align=left>Control Module: Calibration / Parameter Memory Failure</TD><TD vAlign=top align=left>CLEAR the DTC. REPEAT the self-test. If DTC U3000:46 is retrieved, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U3000:49</TD><TD vAlign=top align=left>Control Module: Internal Electronic Failure</TD><TD vAlign=top align=left>CLEAR the DTC. REPEAT the self-test. If DTC U3000:49 is retrieved, INSTALL a new TCCM. REFER to Transfer Case Control Module (TCCM) in this section.</TD></TR><TR><TD vAlign=top align=middle>U300D:11</TD><TD vAlign=top align=left>Ignition Input On/Start: Circuit Short To Ground</TD><TD vAlign=top align=left>GO to Pinpoint Test I.</TD></TR><TR><TD vAlign=top align=middle>All other DTCs</TD><TD vAlign=top align=left>—</TD><TD vAlign=top align=left>REFER to the Transfer Case Control Module (TCCM) DTC Chart in Four Wheel Drive (4WD) Systems — Electronic Shift of this section.</TD></TR></TBODY></TABLE>

 

This probably does not apply to when you are using it, but, if you are in 2wd or 4wd hi it will lock immediately when the **** is pulled. It will disengage if you go above 25mph and then re-engage when you drop below 19mph. 4wd lo it will always engage and not disengage at any speed. This had come up before when someone did not know about the speed limits.

Does the locked light go out when you feel the tires slip? If it does it is dis-engaging it for some reason.

Also, do you have electronic shift 4wd or manual shift 4wd?

Keep us informed.

 

I have the electronic 4wd selector...I knew about the speed limits as well...when the tires are slipping it does not disengage...

 

I thought I read somewhere that if the front wheels are turned a certain degree that the axle will disengage also. Im not positive but pretty sure about that one . Try it with you front tires going straight forward and see what happens.

 

It has to be a tight turn..

 

How is the differential locked entirely? Is it electrical the whole way or is it electro-pneumatic? I know the diff is referred to as an ELD, but that doesn't mean it isn't just an electronically activated system like the front hubs are for 4x4.

Where I am getting at is the pneumatic locking hubs have been known to have air leaks occasionally. If there is anything like this that could be happening to the diff it could be an idea. Or maybe not.

 

First part of this video shows the locking differential at work.

Mega Test 2011 Dodge Ram vs. Ford F350 vs. GM Sierra Truck Challenge - YouTube

 

I hope that is not how they work--the right rear wheel never moved until the truck rolled backwards. I just figured that was GM trying to make their truck look better than the Ford and never actually engaging the locking diff.

 

Ford Dually's don't come with ELD!
You can get a dually with the Limited Slip, But no Locker
Why do you think the competition shows the test with a Ford Dually?

 

Good post, Painted Horse is correct; no ELD on the DRW's.

 

I am missing something here. I didn't see where an ELD was used from Ford.

 

My apologies. Didn't know that. Figured it was doing exactly what unstuckables was explaining.

 

Sorry, I meant stuff deer.