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Old November 6th, 2010, 08:22 AM   #1
liv2mx
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Default any way to unhook awd on a expedition

want to get rid of the awd. is there a fuse i can pull or some wires i can cut? it must be electronic activated? it is a 2000.
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Old November 6th, 2010, 08:27 AM   #2
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pull the front driveshaft
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Old November 7th, 2010, 07:38 AM   #3
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so no ideas.
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Old November 7th, 2010, 12:08 PM   #4
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google the ford explorer brown wire mod , that should help you out
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Old November 7th, 2010, 12:12 PM   #5
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Is it full time 4wd? or can you select from awd to 4wd?

If full time AWD and that is the only option then no you cannot disengage it nor can you pull the driveshaft without having parking issues (won't hold park).

If you have awd and 4wd options, maybe try unplugging a front abs sensor?

Last edited by CheapThrillB2; November 7th, 2010 at 12:17 PM.
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Old November 7th, 2010, 12:17 PM   #6
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google the ford explorer brown wire mod , that should help you out
x2
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Old November 7th, 2010, 01:27 PM   #7
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Is it full time 4wd? or can you select from awd to 4wd?

If full time AWD and that is the only option then no you cannot disengage it nor can you pull the driveshaft without having parking issues (won't hold park).

If you have awd and 4wd options, maybe try unplugging a front abs sensor?
yes i can go awd or 4wd.i will check that brown wire mod.
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Old November 7th, 2010, 01:36 PM   #8
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I know the explorers 5.0 if you pull the shaft the computer freakes. I'm not sure about the expy though. You could always swap to a tcase from like the 97 with a 2wd function. I have one ig your interested
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Old November 7th, 2010, 02:26 PM   #9
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yes the brown wire thing works.so does pulling the fuse.i did it the easy way and pulled fuse number 104.(the 4wd senser)now it is a 2 wd. will cut the wire when i get a chance.
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Old November 7th, 2010, 06:36 PM   #10
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why?
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Old November 7th, 2010, 06:43 PM   #11
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why?
x2?
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Old November 7th, 2010, 06:44 PM   #12
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better gas milage,less wear on things. plus i can do power slides and donughts now!!

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Old November 7th, 2010, 06:45 PM   #13
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Less wear? As in less wear on the front driveshaft u-joints?
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Old November 7th, 2010, 06:46 PM   #14
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no really i just put new tires on and you can always feel the drag when turning,and when i take off it was howling.now it is just in 2 wheel it does not do it anymore. i hated the awd. just spin a little and it kicks in, sounded like shit was going to break sometime.
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Old November 7th, 2010, 06:48 PM   #15
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awd on fords blow. The wife has it on her explorer, but full time awd. Trying to find the replacement tcase to get rid of it.
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Old November 7th, 2010, 06:50 PM   #16
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let us know how it works out.
No lockouts, so you are still spinning the front drivetrain.
I have a hard time understanding the gain but, I am not very smart.

Ford's AWD works the best out of all the truck manufacturers.
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Old November 7th, 2010, 06:51 PM   #17
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awd on fords blow. The wife has it on her explorer, but full time awd. Trying to find the replacement tcase to get rid of it.
i have a t case out of a 2001 f150.dont think it is the same is it?
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Old November 7th, 2010, 06:55 PM   #18
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Originally Posted by Ironman Offroad View Post
let us know how it works out.
No lockouts, so you are still spinning the front drivetrain.
I have a hard time understanding the gain but, I am not very smart.

Ford's AWD works the best out of all the truck manufacturers.
i read alot on the other sights on the guys that have done it.the awd is run by a magnet.so even when you clip the brown wire on the t case it is still dragging just not under load..i dont really get it.but it turns nicer now and there is no howling .

not a smart guy.....
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Old November 7th, 2010, 06:58 PM   #19
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The AWD is more a 40-60 split on power. In my wifes explorer, it really doesn't start to work till shes already getting out of control. I know in the smaller fords (explorers/mountianeers) its not magnetic controlled.

Liv2mx is it a 4406 and manual shift? Have the shifter and shifter boot?




explorer awd (atleast in the 98's)

ALL WHEEL DRIVE SYSTEM
The all-wheel drive transfer case is a two-piece aluminum, chain driven, viscous clutch type unit. This produces a system in which all-wheel drive is always activated. The all-wheel drive transfer case is automatic and has no external controls.

The viscous clutch is a torque distribution device. It is non-repairable. The internal construction of the viscous clutch consists of alternating plates that are connected to the front and rear outputs of the transfer case. The viscous clutch is filled with a high viscosity fluid which flows through slots in the plates. The resistance to shear causes the plates to transmit torque at the needed ratio. The ratio that torque is transmitted at is approximately 35 % front and 65 % rear.

A front differential compensates for the difference between the inner and outer wheels. However, when one driveline component travels farther than another, there will be driveline or torsional windup that must be released.

Torque is transmitted through the input shaft to the planet carrier assembly. Torque flow continues through the gear ring to the rear output shaft. Torque also flows from the planet carrier assembly to the sun gear shaft, which is splined to the drive sprocket. The drive gear is connected to the driven sprocket by the drive chain. Torque continues through the driven sprocket to the front output shaft flange. The viscous clutch provides the connection between the gear ring and the sun gear shaft.


99 Expedition
The Automatic Four-Wheel Drive (A4WD) transfer case uses an electronic shift 4x4 system that allows the operator to choose between three different 4x4 modes. The operator can switch between A4WD and 4WD HIGH modes at any speed. However, to engage or disengage LOW Range, the GEM requires that the vehicle speed is less than 5 km/h (3 mph), the brake is applied, and the transmission is in NEUTRAL.

In A4WD, the Generic Electronic Module (GEM) varies the torque split between front and rear drivelines by controlling the transfer case clutch. Under most conditions, the GEM activates the transfer case clutch at a minimum duty cycle (percentage of time the clutch is turned on) which allows for a slight speed difference between the front and rear driveshafts which normally occurs when negotiating a corner on dry pavement. When the rear wheels are overpowered, the GEM detects this slip condition, and the duty cycle to the transfer case clutch is increased until the speed difference between driveshafts is reduced. In this manner, the GEM can redirect engine torque to the front wheels when the rear wheels lose traction yet still allow operation in the A4WD mode on dry pavement.

When the ABS system is active, the GEM will default to a minimum duty cycle for the transfer case clutch.
Feature Inputs:

* Shift range selector switch.
* Front and rear output shaft speed sensors (Hall effect sensor output: 11.86 Hz/km/h).
* ABS active input (battery voltage when ABS is active, grounded when inactive).
* Contact plate position inputs A, B. C, D grounded when closed, open circuit when open.

Feature Outputs:

* Solid state clutch relay (pulse width modulated signal: grounded when relay is on, battery potential when relay is off).

SHIFTING BETWEEN 4WD AND 4WD HIGH
The operator can switch between A4WD and 4WD HIGH mode at any speed.

SHIFTING INTO/OUT OF LOW RANGE
When shifting into or out of LOW RANGE, the GEM requires that the vehicle speed is less than 5 km/h (3 mph), the brake is applied, and the transmission is in NEUTRAL.

Last edited by CheapThrillB2; November 7th, 2010 at 07:01 PM.
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Old November 7th, 2010, 07:14 PM   #20
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i will look john.
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