Torsen front axle problems ! anyone else ???

[Steele16]

Lemon law is what got mine fixed I believe. We were on the last hoop before Ford gave me a fresh one, and then boom, miraculously it was fixed. Crazy how that works.

 

[Rorywg]

what did they replace to fix it?

 

[wanderfalk]

Lemon law is what got mine fixed I believe. We were on the last hoop before Ford gave me a fresh one, and then boom, miraculously it was fixed. Crazy how that works.

yes what he say ,let them have it and return it three times. keeping it a month is unacceptable though. what do they give you to drive while you are waiting?

 

[Steele16]

what did they replace to fix it?

Everything. Twice. Transfer case, diff/housing, axles, hubs, IWE, vacuum lines, switch, solenoid, wiring.

 

[wanderfalk]

Everything. Twice. Transfer case, diff/housing, axles, hubs, IWE, vacuum lines, switch, solenoid, wiring.

what is your gut reaction to what caused the root problem other than design? how many trouble free miles have you logged?

 

[Squatting Dog]

This is a pretty well documented issue with IWE dating back to 2004.

The issue is on pre torsen vehicles you did not get the shock loading of the locking ring. Which causes an accelerated wear and dread pop of death. With torsen if one side fails it causes the other side to fail due to the torque transferring of the torsen.

The majority of the issue I have seen/documented is vacuum leak down overnight. Which causes the locking ring to partially engage. The owner jumps in the next morning and takes off and the hubs are partially engaged the vacuum builds and rips the locking rings off and grinds them down. This happens several times week over the summer, then winter comes around and the owner needs 4wd and shifts it.. Now the teeth on the locking ring are well worn and pop, the locking ring pops or strips completely..
The other issue is during this wear to the locking ring, the metal shavings get into the needle bearing of the hub. Causes damage to the needle bearing, the mechanic replaces the IWE and does not replace hub. Then then needle bearing seizes up causing the hub to be mechanically locked to the axle and shreds the IWE again.

Luckily, the guys at RCV are working on an IWE upgrade that will eliminate the IWE problem. They are working on prototypes now, and asked me to test them out. After putting through their paces and I am confident they will not destroy anyone else's truck. They will be sent out to others for more testing and be made available to the public.

I will make sure I post a full thread of information, dates, prices, etc.. (Because of potential market for this, might be limited of specifics until RCV gives okay..)

 

[Rorywg]

so is the answer to replace the torsen as well, perhaps with an open diff?

 

[Squatting Dog]

so is the answer to replace the torsen as well, perhaps with an open diff?

In my opinion the torsen is one of the worst things they every did to the Raptor. It is not needed, causes more issues than benefits..

RCV and I are trying to make this work without getting rid of the torsen..

By removing the torsen, the IWE will last longer than a year and be more the failure rate of pre-torsen f150 (3-5 year average).

The issue is the 2mpg fuel economy devices called IWE that is the root of the problem.

-Greg (aka Squatting Dog)

 

[Steele16]

what is your gut reaction to what caused the root problem other than design? how many trouble free miles have you logged?

So far I've used 4wd probably 25 times without breakage, but I also haven't really used it hard. I think the front CV angles at full compression/droop/steering lock are far greater than both the standard F150 and what the CVs are designed for. The torsen is definitely part of the problem, but the problem does happen on 10s and 11s also. Saw it just last Saturday.

The transfer case is also pretty weak.

 

[iSurvive]

This is a pretty well documented issue with IWE dating back to 2004.

The issue is on pre torsen vehicles you did not get the shock loading of the locking ring. Which causes an accelerated wear and dread pop of death. With torsen if one side fails it causes the other side to fail due to the torque transferring of the torsen.

The majority of the issue I have seen/documented is vacuum leak down overnight. Which causes the locking ring to partially engage. The owner jumps in the next morning and takes off and the hubs are partially engaged the vacuum builds and rips the locking rings off and grinds them down. This happens several times week over the summer, then winter comes around and the owner needs 4wd and shifts it.. Now the teeth on the locking ring are well worn and pop, the locking ring pops or strips completely..
The other issue is during this wear to the locking ring, the metal shavings get into the needle bearing of the hub. Causes damage to the needle bearing, the mechanic replaces the IWE and does not replace hub. Then then needle bearing seizes up causing the hub to be mechanically locked to the axle and shreds the IWE again.

Luckily, the guys at RCV are working on an IWE upgrade that will eliminate the IWE problem. They are working on prototypes now, and asked me to test them out. After putting through their paces and I am confident they will not destroy anyone else's truck. They will be sent out to others for more testing and be made available to the public.

I will make sure I post a full thread of information, dates, prices, etc.. (Because of potential market for this, might be limited of specifics until RCV gives okay..)

Add me to the waiting list please. This is a ray of hope for our Raptors!