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Hello. This is my first winter with my 05 F250 that has the 4wd controls on the floor. I'm just trying to figure out the proper way to put in in and out of 4wd. I did some reading and everyone talks about engaging the hubs, but my truck seems to have automatic hubs because the selector Is not on the outside of the hubs. Am I missing something obvious or am I just reading the wrong things. When I bought it at the end of summer, we tried 4wd out but only for a second and it would grind and be generally unhappy when we were doing it (while driving slow, and complete stop to go to low).
As stated, remove the center cap from the front wheel. If you have the shifter on the floor then your hubs will have a FREE- position and a LOCK- position. If you want 4x4 you have to have the hubs on LOCK.
Interesting. So probably the center cap of the wheel pops off and the selector is beneath. I'll try to take a look tomorrow. Thanks. Would definitely explain why it didn't smoothly go into 4wd while test driving. So if they are there, is it best to only engage when needed or engage for the winter and forget it?
4X4 INFO
2003-2004 4X4 SHIFT RELAYS https://www.ford-trucks.com/forums/9...esel-esof.html
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4x4 PDF https://www.ford-trucks.com/forums/a...0&d=1297450348
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Trouble shoot Note
This is the PVH (Pulse Vacuum Hub) solenoid. Disconnect the three wire connector to it. Turn the ignition key to the RUN position. Get out your DVOM and set it to DC-VOLTS. Check the middle wire (light blue with pinkstripe), by probing it with the red lead and connecting the black lead to your passenger side battery ground. You should see 12 volts approximately. If you're not getting 12 volts there, you'll need to check fuse #27 (15A) on the fuse panel inside the truck under the steering column, for an open circuit. If the above checks out good, reconnect the three wire connector back onto the solenoid. With the ignition key in the RUN position, connect a jumper wire or paper clip into the back side of the red wire and jump it to the passenger side battery ground terminal to test the hub DISENGAGE circuit. You should hear a click from the solenoid as you do this. Now repeat this same test on the grey with black stripe coloured wire to test the ENGAGE circuit. If you don't hear clicks from the solenoid while testing either, or both circuits, replace the PVH solenoid. The part number for the PVH solenoid is 7C3Z-9H465-A. The price of this part is as follows:
Interesting. So probably the center cap of the wheel pops off and the selector is beneath. I'll try to take a look tomorrow. Thanks. Would definitely explain why it didn't smoothly go into 4wd while test driving. So if they are there, is it best to only engage when needed or engage for the winter and forget it?
Engage only when needed or that day when you think you'll need 4x4 . Otherwise you'll be adding wear and tear on u-joints and less fuel mileage because you be turning all the driveline all the time.
The electronic shift on the fly (ESOF) system is an electronic shift system that allows the operator to choose between 2 different 4x4 modes as well as 2-wheel drive. The operator can switch between 2H and 4H mode at speeds up to 88 km/h (55 mph). To engage or disengage 4L, the 4x4 generic electronic module (GEM) requires that the vehicle speed be less than 5 km/h (3 mph), the brake
pedal pressed and the transmission in NEUTRAL (or clutch pedal applied on manual transmission vehicles). This system contains
pulse vacuum hublocks (PVH). The selector on the hublock, when turned fully counterclockwise to the AUTO position,
engages/disengages the hub depending on the driver-selected 4x4 mode of operation. The hublocks also contain a manual
override. When the selector is rotated fully clockwise to the LOCK position, the 4x4 vacuum and electronic system used for coupling
the front axle to the wheels is bypassed. The transfer case is equipped with a dual-cone synchronous clutch. This clutch is used to synchronize the front driveline to the rear. All other internals operate in the same manner as the manual shift system. When the mode select switch (MSS) on the instrument panel is turned, the 4x4 module powers the transfer case shift motor, which activates a shift fork and engages the clutch. When the shift motor reaches the desired position, as determined by the encoder position inputs to the 4x4 module, power to the shift motor is removed. When the transfer case front and rear output shafts are synchronized, the lockup collar mechanically engages the mainshaft hub to the drive sprocket. At this point, the front axle PVHs are engaged.
he said grinding sound so I was thinking engagement speed may still apply
Might be good idea to check transfer case fluid leval
He might of had the Transmission in neutral which will cause grinding.
To put it in 4x4 just pull the lever while travelling at a slow speed. If your going to 4x4 LOW then come to a full stop. DO NOT put the transmission shifter in N, leave it in D.
He might of had the Transmission in neutral which will cause grinding.
To put it in 4x4 just pull the lever while travelling at a slow speed. If your going to 4x4 LOW then come to a full stop. DO NOT put the transmission shifter in N, leave it in D.
When test driving, we were in a parking lot at less than 10mph and tried to slip it in 4wh. Had to stop to get it in. When we tried to go to 4wl, we had to put it in neutral or it would grind. Both engaged eventually, but on dry asphalt, had no way to test if they actually engaged the front wheels.
When test driving, we were in a parking lot at less than 10mph and tried to slip it in 4wh. Had to stop to get it in. When we tried to go to 4wl, we had to put it in neutral or it would grind. Both engaged eventually, but on dry asphalt, had no way to test if they actually engaged the front wheels.
Having to stop to go to 4h definitely means the hubs are not locked.
Next time try 4L with the truck in Park.
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