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The 150k maintenance for the TOD is just a fluid change, per Ford manual. The big thing to note is that there is a specific mention to use Mercon LV fluid. There’s even a big sticker right on the case that says to use only that fluid. One item of note from the linked article is that the Gen 2...

Probably won’t be coming up that way for a while but happy to run whatever scan you’re interested. As far as I know, it’s the 4x4 module that makes the magic happen.

I can’t imagine the redesign was very substantial because even on the Gen 2, ford recommends using 4A for highway driving, snow, etc and 4H for more intense off-roading. Apparently, part of baja mode is to lock into 4H and doesn’t let you use 4A. So word of caution for Gen 1 guys, make sure you...

Good luck! Fingers are crossed.

Ok, so svtrap’s question got me thinking a bit because I admittedly never checked to see if there were any major differences in t cases between engines. I have an EcoBoost engine and so does the Gen 2. So it stands to reason that this might be something Eco engines have but maybe the v8’s do...

I assume there are some minor differences but the TOD transfer case used in Gen 2 seems to be more or less the same as what was introduced in ~2012. Both have the same “torque on demand” functionality, 4A/4H/4L, look physically the same from the outside, and I believe are also still made by...

I read somewhere that Ford was initially concerned about the off-road capability of the 4A transmission… though the Gen 2 raptors proved that sentiment to be false since the Gen 2 has higher hp/torque but still boasts 4A as a feature. ‍:shrug:

Hmm. I didn’t realize the dash cluster was different. I’m guessing here but I think that since the 4x4 module controls the TCM, it could possibly still work despite not having a display? Not sure.

Yes, mine has e locker and is working well after the swap.

The screen just picked it up. I honestly don’t really know. Didn’t have to do anything. As soon as I swapped the 4x4 module, the main dash cluster already had support for it I guess?

TBH - I'm not sure what the compatibility is. From what I can tell, all of the controls and data comes from the 4x4 Module and has nothing to do with the PCM itself. So perhaps still compatible with early years? The switch and 4x4 module are easy enough to swap and someone could theoretically...

No problem. Install took about 4 hours total with 2 people. I’m happy to have this done just before winter hits here.

I forgot to mention an important piece: I also have an actuator delete, so front hubs are locked 24/7. You can leave 4-auto engaged at all times, even on dry pavement. It is designed to have hubs locked in 4auto. If you don’t have a delete, it’ll lock hubs anyways in 4A, and unlock in 2H. I...

Also, Here are the part numbers: Switch: CL3Z-14B166-EA Control Module: CL3Z-7E453-GD Transfer Case: CL34-7A195-BA

Hi all, Precursor: I do not drive a purebred Gen 1 but instead of a very heavily modified 2012 FX4. this thread is purely anecdotal and I am by no means an expert on this topic. In any case, some may find this info valuable. As for the topic at hand, I have successfully retrofitted a TOD (4...

If you’re really trying to put this on Ford... good luck. You’ll need an incredible lawyer, probably $1M of funds up front, and a 5 year commitment to the lawsuit. I personally know of guys who have had far more obvious defects (like airbags not deploying in a collision) and can’t get law firms...

If anyone were out there making replica parts, I probably would’ve found them when doing my build. These all look OEM. I think you’re in good shape.

very possible. If I recall, the lower shock bolt has some insanely high torque specs. Like 275 ft lbs or something?

I would guess IWEs or the mid shaft for the steering column. If IWEs are failing, then CV would be locked and could be getting some binding at full lock

My pleasure :) You can always run some real world tests on some dusty roads and just check to see which part of the shock shaft is clean vs dirty. The shocks tend to get a nice little dirt ring around the biggest compression.

I also just realized.... if you are this close... bumping up to the full size Raptor axle would probably be just enough to allow full bump compression. Something to look forward too! :head3:

I stole some of the measurements from the other guys thread but I think you have just a tad more bump travel than the shocks will allow. Assuming the measurements in the other thread are accurate, the only thing we really need to solve for is the up travel distance. If the maximum up travel...

Yeah, based on what I’m seeing, I would expect that you would at least TOUCH the strike plate. I think we’ll need to get measurements to know for sure what’s happening. You could probably measure from how it sits now. Measure the shock distance from eye to eye and the distance between strike...

Are you using factory F150 rear axle or Raptor axle? The difference in diameter could be a factor there as well. Just eye balling from the pics... the factory bump steel plate seems to be about on par with where your aftermarket bumps would be fully compressed, with maybe a slight edge towards...

How much extra travel do you gain from your bump kit? Usually aftermarket bump stops gain like .5” or even 1” of up travel. In the thread, he notes that at full stock bump (measured as contact with the metal plate of factory bump), there’s about 3/8” of travel left in the shock. If your bump...