Actually, the bearing/hub assembly is definitely different on the "live axle", vs the manual/PVM hubs. At least the ones on my '99 Explorer are. The recess of the bearing/hub assembly is shallower than the Ranger PVM one shown in this thread. The id of the Explorer hub has no "teeth" for the locking hub's outer splines to engage (the splines around the od of the locking hub body.)
Unfortunately I just put brand new hubs and cv axles on my Explorer, so I don't think this is financially feasible for awhile; but I would like to do this eventually. My only goal for doing so would be to be able to disenage the front axle/diff in the summer, to improve mpg. In fact, I'd probably cover up the dial w/ a full center cap, and only unlock/lock them twice a year, in spring/fall.
Given the motivation behind this, a blinking 4x4 light for 6 months out of the year is simply unacceptable; as is any additional mod that would compromise the Auto 4wd, or 4hi/4lo functions when I want them active. Therefor, swapping to a 4x2/V8-AWD GEM is not an option. If I did the brown wire mod along with this, and used it to disable the TCC at times when the hubs were unlocked, would that prevent the GEM from having any "hissy fits" about the front drive shaft not turning? What about the ABS? If the GEM thinks the wheel speed sensors are not reliable, isn't the ABS deactivated?
As long as this can be done "cleanly", with no "lights" or computer faults, then it could be a very useful mod. In fact, this could make the brown wire mod actually do something useful. With the front diff disconnected from the wheels, 2wd dyno runs, and the occasional burnout, and long term daily driving in 2wd no longer pose a risk of overheating the TCC, since it would no longer be turning against resistance from the front drivetrain. Alternatively, you could lock the the TCC on, with the the 4hi setting, and leave the hubs unlocked. No slippage at all for the TCC , but still only rwd.