Technical Question
Thread Starter
5 Year Member
Joined: Jul 2015
Posts: 2,642
Likes: 651
From: Durham, NC
UPDATE:
First, the front diff is continuously driven from the transfer case. My dealer removed the front driveshaft, and the noise was totally eliminated. This proves the noise is coming from the front diff. He is now going to dig into the front diff to locate the problem.
First, the front diff is continuously driven from the transfer case. My dealer removed the front driveshaft, and the noise was totally eliminated. This proves the noise is coming from the front diff. He is now going to dig into the front diff to locate the problem.
UPDATE:
First, the front diff is continuously driven from the transfer case. My dealer removed the front driveshaft, and the noise was totally eliminated. This proves the noise is coming from the front diff. He is now going to dig into the front diff to locate the problem.
First, the front diff is continuously driven from the transfer case. My dealer removed the front driveshaft, and the noise was totally eliminated. This proves the noise is coming from the front diff. He is now going to dig into the front diff to locate the problem.
The Borg-Warner 4467 2-speed torque-on-demand transfer case is a 2-piece magnesium design. The transfer case transfers engine power from the transmission to the front and rear axles. Vehicles equipped with the 2-speed torque-on-demand system allow the operator to choose between 2WD and 3 different 4WD modes. The transfer case is shifted electronically based on the MSS position. Under normal driving conditions, the unit is in 2WD (2H), but when desired, the operator may shift into 4WD high (4H), 4WD low (4L) or 4WD AUTO (4A). When shifting into or out of 4WD (4L) range, the TCCM requires that the vehicle speed is less than 5 km/h (3 mph) and the transmission is in NEUTRAL.
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 (2H) 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.
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 (2H) 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.
The Borg-Warner 4469 electronic shift transfer case is a 2-piece magnesium design. The unit transfers engine power from the transmission to the front and rear axles. Vehicles equipped with an ESOF system allow the operator to choose between 2WD(2H) and 2 different 4WD modes. The transfer case is shifted electronically based on the MSS position. Under normal driving conditions, the transfer case is in 2WD (2H), but when desired, the operator may shift into 4WD high (4H) or 4WD low (4L). The operator can shift between 2WD (2H) and 4WD high (4H) at any speed. When shifting into or out of 4WD low (4L) range, the TCCM requires that the vehicle speed is less than 5 km/h (3 mph) and the transmission in NEUTRAL.
The transfer case is equipped with an electronically controlled 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 (2H) to 4WD high (4H) shifts. The transfer case is lubricated by a positive displacement fluid pump that channels fluid flow through holes in the rear output shaft.
2-Speed Torque-On-Demand
The transfer case is equipped with an electronically controlled 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 (2H) to 4WD high (4H) shifts. The transfer case is lubricated by a positive displacement fluid pump that channels fluid flow through holes in the rear output shaft.
2-Speed Torque-On-Demand
Thread Starter
5 Year Member
Joined: Jul 2015
Posts: 2,642
Likes: 651
From: Durham, NC
This clutch is used to synchronize the speed of the front driveline with the rear driveline during 2WD (2H) to 4WD high (4H) or 4WD AUTO (4A) shifts.
again only when you shift from 2wd to one of the 4wd options. go back and re read it
Thread Starter
5 Year Member
Joined: Jul 2015
Posts: 2,642
Likes: 651
From: Durham, NC
There is no way the front diff will be stationary, and start spinning when the 2WD / 4A / 4H / 4L is turned! It spins continuously. As I said in my PM to you the half shafts turn in 2WD, while the truck is running. The IWEs aren't sticking, because the front wheels were not turning. And once again, the noise was eliminated when the front driveshaft was removed, and the noise is always there (in 2WD, and 4WD) with the driveshaft in place.
Joined: Jun 2014
Posts: 31,750
Likes: 12,570
From: Nowhereville, Barton City Michigan
DJ is correct. Sometimes though, with 4A, there could be a little rotation to the front due to "windage" in the TC fluid. But it shouldn't be enough to actually power the front diff.
also in 4A it it will power the front driveline so its ready for the hubs. But in 2wd the front drive line should not be turning with the rest unless the IWEs are doing their cold weather warm up thing