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The IWE’s would stay either way, you’ll want to unplug them to keep the TCCM happy.
i had a brand new TCCM for the Raptor case and I don’t recall any programming being needed on my 2022. In fact, my recollection was nothing could be programmed, and it was plug and play, once I ADDED IWE’s, otherwise the case wouldn’t lock in 4H
Others feel free to correct me if I’m wrong.
And the lariat cases hold up decently, but pretty much anything over 600ft/lbs they slip on a boost launch and on the 1-2 shift. That said, my faster strip time was Raptor case in 4A
The IWE’s would stay either way, you’ll want to unplug them to keep the TCCM happy.
i had a brand new TCCM for the Raptor case and I don’t recall any programming being needed on my 2022. In fact, my recollection was nothing could be programmed, and it was plug and play, once I ADDED IWE’s, otherwise the case wouldn’t lock in 4H
Others feel free to correct me if I’m wrong.
And the lariat cases hold up decently, but pretty much anything over 600ft/lbs they slip on a boost launch and on the 1-2 shift. That said, my faster strip time was Raptor case in 4A
The 2024MY uses some new TCCMs that weren't used in prior model years so I'm not sure of how everything would work for them yet. Simply locking the eIWEs in with the old TCCM and unplugging them should work for a normal TOD swap, but trying to run an early 2021MY TOD TCCM is another option IF the truck will work with the older TCCM.
On my early 2021 with a TM379 TCCM, the mechanical locking 4H didn't work until I ran a PMI and I want to say the duty cycle for the clutch changed after the PMI too. I can't comment on how other TCCMs or model years respond, but I would try to run a PMI when installing a new TCCM unless I had a specific reason to not do so.
A boosted launch on my 2021 3.5EB will slip the clutch in 4A at this point, and I want to say it started very subtly at a calculated 580lb-ft, but at 650lb-ft it's very obvious. My performance mods are basically just a 93oct tune, intercooler, catback exhaust, and a 170° thermostat, but my best run thus far is 12.50s @ 108.82MPH with a 1.89 60ft
No worries, I have a 9 month old at home so nothing gets done quickly anymore. My understanding is that F150s built after 11/15/2021 only get eIWEs with the base ESOF or Hi-Lock transfer cases. 2021-2023MY F150s with the standard TOD transfer case built after 11/15/2021 do not have eIWEs. I haven't physically checked any 2024MY F150s to confirm that this is still the case but I haven't heard anything to suggest that they started using eIWEs with the standard TOD transfer case again.
It looks like you accidentally uploaded pictures of the front differentials instead of the Transfer Case Control Modules (located inside the truck, under the dash, and near the blower motor)
It looks like you accidentally uploaded pictures of the front differentials instead of the Transfer Case Control Modules (located inside the truck, under the dash, and near the blower motor)
🤣 I most certainly did, on purpose, not paying attention to your post... I thought about it this morning. Ill try to get those this evening. Thanks!!!!
🤣 I most certainly did, on purpose, not paying attention to your post... I thought about it this morning. Ill try to get those this evening. Thanks!!!!
@Silverlx It looks like the correct drive mode switch would be RL3Z-14B596-FA, this is a TOD w/ e-locker switch and should be the same one used in your Lariat, but it also works with the Raptor transfer case. The normal TOD transfer case is ML3Z-7A195-AK and this should also match what you have in your Lariat, if you want the mechanical locking version used in the Raptor, that part number would be ML3Z-7A195-AH.
The TCCM for your Lariat is Part #: RL3Z7E453H (RL3A-7H417-MB), this TCCM cannot control the eIWEs on your XL, using this TCCM would require disabling the eIWEs and leaving them engaged at all times. The cheapest option in theory is to just lock the eIWEs by shifting to 4H with your stock TCCM before starting this swap. I've never tried this option so I can't speak to weather or not the eIWES will stay locked long term, but it is a simple enough thing to test by just locking your eIWEs and leaving them unplugged. You could also remove your eIWEs and try installing a delete kit that allows you to retain your stock hubs and axles. The most expensive option would be to swap out your XL front axles and hubs for the ones used on your Lariat.
If you want to keep your eIWEs fully functional, you could attempt to install a TCCM that Ford never used on the 2024MY F150s. This may or may not work, but for a TOD transfer case with an e-locker and functional eIWEs, the following TCCMs are potential options:
Part #: TM370 (ML3Z7E453K) (ML3A-7H417-GC thru GE)
10/12/2020 - 07/22/2021, F150, Electronic Locking Differential, 4X4 2 Speed Transfer Case With Tod
Part #: TM379 (ML3Z7E453R) (ML3A-7H417-TA)
07/22/2021- 11/27/2023, F150, 2 Speed Tod W/4HI-LOC
07/22/2021 - 11/15/2021, F150, Electronic Locking Differential, 4X4 2 Speed Transfer Case With Tod with eIWes
If you decide to get the mechanical locking transfer case used in the Raptor, you can run T-case and TCCM combo that Ford used from the factory for 2024 and keep your current axles and eIWEs, but you will need a slightly shorter rear driveshaft. This setup would use TCCM Part #: RL3Z-7E453-G
I tried my best to verify everything posted above, but I would strongly recommend double checking me and verifying everything you can before ordering anything. I have never done a transfer case swap on a 2024MY F150 or tried to disable or delete eIWEs, my only first hand experience was on an early build 2021MY F150 where I swapped to a Raptor transfer case and retained my eIWEs.
@Silverlx It looks like the correct drive mode switch would be RL3Z-14B596-FA, this is a TOD w/ e-locker switch and should be the same one used in your Lariat, but it also works with the Raptor transfer case. The normal TOD transfer case is ML3Z-7A195-AK and this should also match what you have in your Lariat, if you want the mechanical locking version used in the Raptor, that part number would be ML3Z-7A195-AH.
The TCCM for your Lariat is Part #: RL3Z7E453H (RL3A-7H417-MB), this TCCM cannot control the eIWEs on your XL, using this TCCM would require disabling the eIWEs and leaving them engaged at all times. The cheapest option in theory is to just lock the eIWEs by shifting to 4H with your stock TCCM before starting this swap. I've never tried this option so I can't speak to weather or not the eIWES will stay locked long term, but it is a simple enough thing to test by just locking your eIWEs and leaving them unplugged. You could also remove your eIWEs and try installing a delete kit that allows you to retain your stock hubs and axles. The most expensive option would be to swap out your XL front axles and hubs for the ones used on your Lariat.
If you want to keep your eIWEs fully functional, you could attempt to install a TCCM that Ford never used on the 2024MY F150s. This may or may not work, but for a TOD transfer case with an e-locker and functional eIWEs, the following TCCMs are potential options:
Part #: TM370 (ML3Z7E453K) (ML3A-7H417-GC thru GE)
10/12/2020 - 07/22/2021, F150, Electronic Locking Differential, 4X4 2 Speed Transfer Case With Tod
Part #: TM379 (ML3Z7E453R) (ML3A-7H417-TA)
07/22/2021- 11/27/2023, F150, 2 Speed Tod W/4HI-LOC
07/22/2021 - 11/15/2021, F150, Electronic Locking Differential, 4X4 2 Speed Transfer Case With Tod with eIWes
If you decide to get the mechanical locking transfer case used in the Raptor, you can run T-case and TCCM combo that Ford used from the factory for 2024 and keep your current axles and eIWEs, but you will need a slightly shorter rear driveshaft. This setup would use TCCM Part #: RL3Z-7E453-G
I tried my best to verify everything posted above, but I would strongly recommend double checking me and verifying everything you can before ordering anything. I have never done a transfer case swap on a 2024MY F150 or tried to disable or delete eIWEs, my only first hand experience was on an early build 2021MY F150 where I swapped to a Raptor transfer case and retained my eIWEs.
WOW, lots of info here, thanks for taking the time to put this down. So, I think Im leaning towards the Raptor TOD ML3Z-7A195-AH, Raptor TCCM RL3Z-7E453-G, and the Drive Mode Switch RL3Z-14B596-FA, just because of it being stronger.
As far as install, literally pulling the old T Case, Drive Mode Switch, and TCCM out and replacing with the new parts. Don't touch the IWE system in the XL and then shorten the driveshaft. Is that it? Not additional FORScan or software changes?
Im admitting i know very little about the different transfer cases and why the Raptors mechanical is better other than it'll hold more torque. I don't know the actual mechanics of it. Ill see what I can find.
Do you remember the transfer case difference when I need to shorten the driveshaft?
if it's just the 3 parts then shorten the driveshaft, seems too simple....
@Silverlx In my experience, you will need to run a PMI on the TCCM using FDRS if you buy a new TCCM. If you buy a used TCCM that came from an F150 with the same configuration you're swapping to, there is a good chance that everything will work properly without running a PMI. If your TCCM sets a P064F code or fails to mechanically lock in 4H, a PMI is needed.
If you need to run a PMI with FDRS, use the method outlined below that allows you to run the PMI on your TCCM even though your VIN won't match the VIN you manually enter into FDRS.
Start by connecting your J2534 interface to your laptop, start FDRS, manually enter the VIN of the truck you ordered parts for (1FTFW1RG8RFC24299 should work for you), download the TCCM PMI, hit run TCCM PMI, and quickly connect the J2534 cable to your OBD2 port only after the progress bar appears on your screen. Let the PMI process run until it is complete.
Your eIWEs, axles, and hubs should all work without any extra changes or modifications. I needed a driveshaft that was 1" shorter for my 2021 145" wheelbase with a one piece driveshaft.
The big difference between the standard TOD transfer case and the mechanical locking version used in the Raptor is that the standard transfer case uses a clutch pack in 4A and 4H to allow slippage between the front and rear driveshafts. This clutch can only hold so much torque before it slips badly so the standard TOD transfer case isn't ideal if you're making significantly more torque than a stock F150. The mechanical locking TOD transfer case uses the same style clutch for 4A, but in 4H it mechanically locks the front and rear driveshafts together in the same way that the ESOF transfer case in your XL does. The locking mechanism is stronger than the clutch pack and it's intended to be used in situations where the clutch pack can't handle the abuse.
There are a bunch of one time use nuts and bolts that should be replaced when removing the transfer case, but the job itself is fairly easy. Maneuvering the transfer case in and out as you try to get it past the frame and transmission is a little tricky if you're working alone, but it's very easy with a second set of hands.
