Do you have any regrets doing this? Would you recommend it? I've already ordered some replacement vacuum hoses to replace the brittle/broken vacuum lines on my 08 F150 which is causing my 4x4 to not engage. I'm wondering now if I should not even try to correct the vacuum issue and just delete everything.
The F150 system uses vacuum to disengage the axles so disconnecting the vacuum lines would in theory engage them allowing 4x4 to work. What typically happens is one of the hub locks develops a leak or a vacuum leak occurs on a line somewhere in the system. This can cause the hub locks to partially engage and you will hear a chattering or buzzing noise from a front wheel when in 2wd. This damages the teeth on the wheel bearing and or hub lock. Use a vacuum pump to make sure the wheel ends hold vacuum. Another killer of these components is different tire sizes front and rear. Measure the circumference of all tires with a string or cloth tape measure. Difference cannot exceed 1/4 inch. The delete will work well so long as the teeth on the wheel bearings are not worn and tires are same size. It will negatively affect fuel economy though...good luck.
Thanks for loading this video. I wanna do this same procedure to my 2004 Expedition 4X4. Has the owner contacted you afterwards to tell you what differences he's noticed since he started using these Dorman Lock Delete IWE's? Please reply soon.
@@PhillipBailey: I tested my Expedition's 4X4 system by jacking up both rear wheels and leaving the front wheels on the floor. While the rear wheels were above the floor I engaged the 4X4. The moment I released the brakes I immediately heard a loud grinding noise identical to the one heard in the beginning of your video when you turned the wheel, but the front wheels would not turn at all in drive nor in reverse, only the rear wheels turned. So it seems to me that the transfer case is working and that the grinding noise is made by the IWE's. For sure both IWE's are bad (that's why I ordered a pair of the hub lock deletes) but I'm afraid that the gears or teeth of my front wheel bearings might be damaged as well.
@cma8165 that's kinda sketchy what you did. If the 4x4 had worked the vehicle may have fallen off the jack. You're correct though sounds like the IWE actuators are stripped. May need new wheel bearings as well but you won't know until you get it apart. On a side note make sure all four tires are the same circumference. If not it will stress the 4x4 components when in 4x4 mode.
@@PhillipBailey Thanks for that good advice. My new Dorman hub lock deletes arrived today so I'll begin working on this job tomorrow if we don't get rain. And the 4 tires are of the same circumference so I'm good there. Thanks again.
This changes the drive mode from 2H to 4A, or I should say it eliminates 2H, I believe. I've got this issue on my 2017 Expedition and keep mine in 4A until I get around to getting it repaired.
The transfer case is what determines 2H or 4A. This just permanently couples the cv shafts to the wheel bearings. Alternatively you could disconnect the IWE solenoid vacuum supply and cap off the vacuum. No vacuum to the locks defaults to coupled but if the teeth on the actuator or wheel bearing are worn it could jump out of lock under load. Another thing that kills these systems are different tire sizes front to rear.
If you disconnect and cap the solenoid hoses the hubs should lock with no vacuum but if they have been grinding the teeth will be worn on the actuator and possibly wheel bearing so it may start skipping under load. This is especially agrivated by different sized tires.
I seriously doubt he will notice the difference. It still goes into 2wd only difference now is the front axle shafts are turning. Synthetic gear oil helps.
Ford fix was to remove the vacuum lines and do the same thing in concept. Loss of mpg's was very noticeable. I'm replacing both sides, IWE'S and hubs and replacing all the vacuum lines as well. Back to OEM. Ford tsb has them removed. Stupid.
@@PhillipBailey this scenario forces the front drive shafts to be spinning all the time which then spins the front differential which then spins the front drive shaft which then spins the transfer case gears and the continuous loading and unloading of torque will stretch the chain. Sorry but that's what happens.
@@PhillipBaileywhen the front drive shaft is spinning the gear and chain assembly in the transfer case is spinning. They're not engaged to the rear wheel drive system because the viscous coupler clutch has not been engaged. However the continuous tensioning and releasing of load on the chain will stretch it over time. Just look up stretched transfer case chain and you'll see what I mean.
Fords IWE system is the worst. Constantly failing, stupid design especially in climates that go from wet to cold where they ice up fail and cause damage.
On my 2015 I have noticed a 3 to 4 mpg difference, but I don't have to worry about them failing, or the vacuum control
Do you have any regrets doing this? Would you recommend it? I've already ordered some replacement vacuum hoses to replace the brittle/broken vacuum lines on my 08 F150 which is causing my 4x4 to not engage. I'm wondering now if I should not even try to correct the vacuum issue and just delete everything.
The F150 system uses vacuum to disengage the axles so disconnecting the vacuum lines would in theory engage them allowing 4x4 to work. What typically happens is one of the hub locks develops a leak or a vacuum leak occurs on a line somewhere in the system. This can cause the hub locks to partially engage and you will hear a chattering or buzzing noise from a front wheel when in 2wd. This damages the teeth on the wheel bearing and or hub lock. Use a vacuum pump to make sure the wheel ends hold vacuum. Another killer of these components is different tire sizes front and rear. Measure the circumference of all tires with a string or cloth tape measure. Difference cannot exceed 1/4 inch. The delete will work well so long as the teeth on the wheel bearings are not worn and tires are same size. It will negatively affect fuel economy though...good luck.
Too bad nobody makes a manual locking hub replacement. It might have been inconvenient, but they were reliable.
Perfect video. Thanks Rich.
Thanks for loading this video.
I wanna do this same procedure to my 2004 Expedition 4X4.
Has the owner contacted you afterwards to tell you what differences he's noticed since he started using these Dorman Lock Delete IWE's?
Please reply soon.
He's been back for other things and no complaints about the IWE. Says he didn't notice o loss of fuel economy
@@PhillipBailey:
I tested my Expedition's 4X4 system by jacking up both rear wheels and leaving the front wheels on the floor. While the rear wheels were above the floor I engaged the 4X4. The moment I released the brakes I immediately heard a loud grinding noise identical to the one heard in the beginning of your video when you turned the wheel, but the front wheels would not turn at all in drive nor in reverse, only the rear wheels turned.
So it seems to me that the transfer case is working and that the grinding noise is made by the IWE's.
For sure both IWE's are bad (that's why I ordered a pair of the hub lock deletes) but I'm afraid that the gears or teeth of my front wheel bearings might be damaged as well.
@cma8165 that's kinda sketchy what you did. If the 4x4 had worked the vehicle may have fallen off the jack. You're correct though sounds like the IWE actuators are stripped. May need new wheel bearings as well but you won't know until you get it apart. On a side note make sure all four tires are the same circumference. If not it will stress the 4x4 components when in 4x4 mode.
@@PhillipBailey Thanks for that good advice. My new Dorman hub lock deletes arrived today so I'll begin working on this job tomorrow if we don't get rain. And the 4 tires are of the same circumference so I'm good there. Thanks again.
This changes the drive mode from 2H to 4A, or I should say it eliminates 2H, I believe. I've got this issue on my 2017 Expedition and keep mine in 4A until I get around to getting it repaired.
The transfer case is what determines 2H or 4A. This just permanently couples the cv shafts to the wheel bearings. Alternatively you could disconnect the IWE solenoid vacuum supply and cap off the vacuum. No vacuum to the locks defaults to coupled but if the teeth on the actuator or wheel bearing are worn it could jump out of lock under load. Another thing that kills these systems are different tire sizes front to rear.
If I let go my vacuum lines, I still can use my 4x4 but will it do damage to my front end, I know I will be burning more fuel
Not a Dorman fan but that was cool, well at least it’s not an electrical part!! Lol😂
Jeep eliminated their disconnect feature causing the front driveshaft to spin all the time. Better reliability but their fuel economy sucks.
Nice
Can you just disconnect the vacuum silonoid
If you disconnect and cap the solenoid hoses the hubs should lock with no vacuum but if they have been grinding the teeth will be worn on the actuator and possibly wheel bearing so it may start skipping under load. This is especially agrivated by different sized tires.
Can you better explain disconnecting and capping them? Is it the 2 hoses that go into the solenoid you cap?
Fuel mileage gonna take a big hit
I seriously doubt he will notice the difference. It still goes into 2wd only difference now is the front axle shafts are turning. Synthetic gear oil helps.
Ford fix was to remove the vacuum lines and do the same thing in concept. Loss of mpg's was very noticeable. I'm replacing both sides, IWE'S and hubs and replacing all the vacuum lines as well. Back to OEM. Ford tsb has them removed. Stupid.
One of those Ford better ideas.
By using these you are guaranteeing premature stretching of the transfer case chain.
I'm curious but how do you figure that would occur
@@PhillipBailey this scenario forces the front drive shafts to be spinning all the time which then spins the front differential which then spins the front drive shaft which then spins the transfer case gears and the continuous loading and unloading of torque will stretch the chain. Sorry but that's what happens.
@docholiday5682 Yes, you are correct everything will be spinning free. If it's not in 4wd, there is no torque or load on the chain.
@@PhillipBaileywhen the front drive shaft is spinning the gear and chain assembly in the transfer case is spinning. They're not engaged to the rear wheel drive system because the viscous coupler clutch has not been engaged. However the continuous tensioning and releasing of load on the chain will stretch it over time. Just look up stretched transfer case chain and you'll see what I mean.
ALWAYS ENGAGED CHOPS UP THE TIRES!!!
I haven't noted any abnormal tire wear. It's not in 4wd just the axles turning like a GM or Dodge
No it doesn't.
Fords IWE system is the worst. Constantly failing, stupid design especially in climates that go from wet to cold where they ice up fail and cause damage.