Paddle shift trans, Expedtion auto t-case?

[A Quiet Boom]

Okay, I've got my old '96 V6 with another bad trans and just bought an AWD 99 5.0 parts truck. Going to swap everything including the entire EB interior. Two questions about mods I'd like to do.

1) Is there a way to tap into the ECU to paddle shift the tranny manually?

2) Read about the manual F150 TC conversions. I've got an '03 Expedition with 2wd, awd, 4hi, and 4lo and LOVE it. AWD works great in the snow, 2wd for mpg and of course the 4hi and 4lo. I'm assuming the parts are the same as far as driveshafts etc. My question is on the wiring, how difficult is it to hook up the selector shift and does it go thru the GEM? Will I need the 17 gallon tank? Not sure but I think the '96 has the vacuum front axle, should I keep this for mpg and tire wear reasons or ditch it in favor of the '99 front end? If I keep it will it need to be manually selected since likely the V8 stuff won't recognize it?

Truck is primarily street, winter snow, with some light wheeling planned down the line. I've got 31x10.5's on AR 5x8's I had on my '03 FX4 Level II that I traded in on the Expedition. I got the 5x8's cause I didn't like how the factory wheels seemed "sunk in" to the wheel wells, these have the extra inch on the outside so I hope they fit.

 

[Glen4X4]

Unless you have a suspension lift you will need to get rid of the front center axle disconnect the 5.0 oil pan won't clear it. Don't know about paddle shifting it but I don't think you can do it.

 

[A Quiet Boom]

Well I found three solutions to the paddleshift idea, although they don't recommend using the paddles on airbag equipped vehicles. I was really looking at the option of manually shifting the trans, so a simple stick for up/down could be used on the console. Turns out I would need one of the transmission control units listed below.

http://www.tciauto.com/Products/Electronics/

http://www.powertraincontrolsolutions.com/content-4.html

http://www.retrotekspeed.com/products/smart-shift/smart-shift-with-f1-paddles/paddles-9-bolt.html

Thanks for the heads up on the front axle, would have been a real bummer to get the engine almost in then find this out. Anyone make manual hubs for the gen2 explorers? Just seems useless to spin all that rotating weight when in 2WD.

The biggie for me though is the desire to use the '03-'0? 2WD/AWD/4HI/4LO electric TC. Is it as simple as getting the switch from the same truck and direct wiring it up? Did some searching and looks like I'll need the 17 gallon tank for the conversion. From which vehicles does one find this tank?

 

[Glen4X4]

Alright well I was thinking about it, for it to be manually shifted you can use the shifter on the column to go from 1-2 but when you shift to drive you've gotta wait til the trans says its time to shift so from what I was thinking you would need an electronic type shifted transmission so you could say shift and it shift so don't know much about that. Now about the axle, having a "live axle" will rob you like about a mile per gallon, if you want the manual hub option you could get an axle from a 98 to I think 01 ranger that has the pulse matic vacuum hubs (they don't work right half the time) those hubs can be replaced with AVM manual hubs that is an IFS axle so it could be swapped into your truck. And using that electronic t-case you would need a sport gas tank so there would be enough room for the t-case shift motor, I'm not to sure on how to hook it up all the wiring for that though for the (2wd/auto/high/low).

 

[CDW6212R]

Look into the thread by Aaron for the TOD version of the BW4406. I am doing the same thing, the controls are handled by three modules, the GEM/4WD/TOD. The four position switch from the Expedition is not compatible, you have to use the Explorer parts.

FYI, the 2nd position on those Expeditions and Navigators is not AWD. Look again, it is A4WD, which is not the same thing. That's auto 4WD, there is a clutch in the TC which locks the front shaft into 4WD.

With a 98-01 GEM you will end up with A4WD, 4WD hi, and 4WD low. I'm sure about that for the 98-01 GEMs, it's likely that the function will match the Explorer radio bezel. Meaning that the models with 2WD/A4WD/4WD low on the dash should do that with the TOD BW4406.

Your first issue will be with the 99 engine, you will need to use a 96/97 PCM and fuel injectors from before 99. The 99+ Fords all have returnless fuel systems, plus 98+ have PATS anti theft modules. Unless you want more work to do, stick with your fuel system and get a 96/97 PCM.

That front axle disconnect is in the GEM module, you need to decide what to do with that before selecting a GEM module. You have to use an Explorer 4WD GEM module for the proper year of the truck. If you cannot use the 96 front axle, you might as well go with the 97 GEM.

The BW4406 transfer case needs to match your model of speedometer signal. For pre 98 Explorers that means a TC from a 97 Navigator or Expedition. Those are the only ones with the needed speed signal in the tail housing. Good luck,

 

[A Quiet Boom]

Guys maybe I need to be a little more clear on my conversion. I plan to move everything from the '99 to the '96 from the front of the engine back including harness and fuel system. My '96 harness and GEM have been flaky since day one. The '99 took a bad hit to the front end but the motor is fine. I would like to retain the '96 axle in front so I'm going to look into notching the 5.0 oil pan. AWD/A4WD makes no difference to me, I love that setting on snowy roads. Couldn't I rig up a simple switch for the front axle disconnect? Then I'd get 2WD low as well.

My immediate plans are just to get all the parts swapped from one truck to the other. Once it's running I can begin to collect the parts for the TC conversion as well as take a closer look at manual shifting the trans. I've got work to do in that I want to eliminate the air-ride as well so I'll likely use the '99 rear axle as well. Fortunately I've got a pro car audio installer friend to help me. He once completely rewired my '66 911 in an afternoon after a poorly installed amp meter burned up the harness. He'll handle swapping interiors and harness/electronics while I take care of the mechanical parts.

So essentially what I am asking is about installing the Expedition TC case into what will be a '99 Explorer when we are done. I'm thinking I'd just like to do it now while the TC is out anyway.

How do the control solenoids work on the TOD TC cases? Could it possibly be as easy as one wire for each setting? In other words could I bypass the modules entirely or are they controlling the A4WD setting, adjusting the front drive clutch as needed? I can tell you the Expedtion in A4WD feels noting like the Control Trac on the Explorer, it really feels like AWD with no binding if I forget go back to 2WD on dry roads.

 

[Cobraguy]

There is a picture here on the site that shows how close the pan is to the axle. It looked to me like a little judicious "molding" with a hammer would work. But you would need to make sure you have the steel oil pan and not the aluminum pan. Your 99 should be steel.

There is a ton of information here on the swap you want to make with your TC. You could literally spend a weekend reading it all. It will answer most every question you could raise. One answer is yes...you will need the smaller gas tank to go with an electric shift TC. No way around it.

You need to be very, very careful about how you blend the electronics of the two vehicles. Everything in the 99 is looking for a VSS that is generated off the rear axle. The 96 is looking for a signal that is generated off the TC. They are not the same signal and will not interchange. You will have a mess. I would do as suggested. Find a TC with the proper VSS (be careful...later cases also have a switch back there...but it too is the wrong signal. You need one that uses a "speedometer" gear. See Fortune410 for his solution) Once you have the proper signal, you can utilize an earlier PCM as suggested. This way you won't have a screwed up message center, overhead console, speedometer, and anything else that sees the VSS. Good luck!

 

[A Quiet Boom]

There is a picture here on the site that shows how close the pan is to the axle. It looked to me like a little judicious "molding" with a hammer would work. But you would need to make sure you have the steel oil pan and not the aluminum pan. Your 99 should be steel.

There is a ton of information here on the swap you want to make with your TC. You could literally spend a weekend reading it all. It will answer most every question you could raise. One answer is yes...you will need the smaller gas tank to go with an electric shift TC. No way around it.

You need to be very, very careful about how you blend the electronics of the two vehicles. Everything in the 99 is looking for a VSS that is generated off the rear axle. The 96 is looking for a signal that is generated off the TC. They are not the same signal and will not interchange. You will have a mess. I would do as suggested. Find a TC with the proper VSS (be careful...later cases also have a switch back there...but it too is the wrong signal. You need one that uses a "speedometer" gear. See Fortune410 for his solution) Once you have the proper signal, you can utilize an earlier PCM as suggested. This way you won't have a screwed up message center, overhead console, speedometer, and anything else that sees the VSS. Good luck!

Thanks for the info, I've modded oil pans before and this looks easy compared to some I've done in the past.

As for the TC I found myself up til 5am the other night reading stuff LOL.

I'm not blending ANY electronics, everything including all wiring, dash, modules etc. will be moved from the '99 to the '96. This should get me around the VSS and other issues. My main goal is to swap out the AWD TC for the Expedition TC sometime during the parts swap. Now that I know about the gas tank etc. I can just put those parts in from the start, hopefully round up all the TC parts before I need to have the truck back together in the fall, and find the time to do it all while remodeling a house and raising 4 girls! From what I can tell the mechnicals are straight forward, it's the electronics for the TC that I need to know more about. The easy solution seems to be the manual shift F150 TC but I'd love to have the 2WD/A4WD/4HI/4LOW that my '03 Expedition has coupled with the center disconnect front axle currently in the truck.

 

[A Quiet Boom]

So I got to thinking this morning. From what I understand the Expedition TOD transfer case uses a clutch for the A4WD that is pulsed, in 4WD HI and LOW there is a coupler that engages the front driveshaft. My thought is rig up switches to control the range box and coupler, then using a solid state relay controlled by a varible pulse modulator one in theory could control the clutch to and have varible front traction AWD. Pulses could be varied from full on to full off and everything in between using a varible resistor to adjust the pulse modulator. I used to make circuits like this when I was a kid so I'm sure I could figure it out again if I shake the cobwebs out of this old brain of mine. If this worked I would have:

1) 2WD with the front axle disconnected
2) Variable lockup AWD
3) 4WD Hi
4) 4WD Low
5) 2WD Low by disengaging the couple and the front axle
6) Low range variable lockup AWD

The key here would be figuring out the pulse frequency as I'm sure too slow a pulse would be like no lockup and too high a pulse would be like full lockup, so I'd likely need to put tuning varible resistors inline with the variable lockup resistor. I could put switches in the console for range selection, coupler, front axle and AWD on/off plus the knob for lockup adjustment.

This sound feasible to anyone?

I suppose I could get crazy and put a fuel cell where the spare is now and install an electric range box in between the TC and trans then I could have two more low ranges to choose from which of course I have no real use for but it's neat to brainstorm.

 

[Glen4X4]

Your 4405 t-case in the 96 explorer engages 4X4 the same way that there is an electronic clutch inside of it. And you should be able to hook up a toggle switch that cuts off the power to the clutch to have 2low.

 

[CDW6212R]

Swapping the whole set of harnesses is a good solution if you want the later fuel system, VSS in the rear(swap rears), and the PATS system. You can add the driver's harness to gain the keyless entry etc. I suggested the other route to avoid the big harness swapping, I have done that.

BTW, I added the ARC as well to my 99 truck, you can disable the system and keep the old rear. The VSS isn't in the old model so it's good that you are planning that all first. Just pull the ARC relays, fuses, and swap to normal shocks. The ARC trucks have softer springs.

I have thought about the Expedition switch, the four positions. I'd like to have those, but it may or may not be worth it. The switch is much larger and likely will not fit in place of the stock Explorer version.

I agree that two of the selections are the same, A4WD and 4Low. The Explorer achieves 4Hi with the TC clutch, thus the front isn't locked with the back. I think that the Explorer shift motor only functions to control 4Low, versus the 2WD location. The Expedition has a dedicated 4Hi position which locks the front shaft. That would mean less wear on the internal TC clutch with the Expedition system.

If the TOD and 4WD modules are the same, as well as the shift motor wiring, I see the GEM and switch wiring as the difference. If that is the case, it may be possible to pull the Explorer 4WD GEM wires from their GEM connectors, and run them to a separate Expedition GEM. I'd like to know if the Expedition 4WD switch will mount well into the radio bezel first. If it will then I might like to try the extra GEM idea.

 

[Cobraguy]

I just thought of something. Can you imagine the look on someone's face if you were to ever sell your vehicle and it needed service?? Some poor guy would go "what in the world..."

 

[A Quiet Boom]

I suppose that would depend on the buyer. I have a '66 Porsche 912, converted to a 911 with an '83 911SC motor, '71 trans, carbs instead of injection, late model brakes, the list is endless. The car is quicker and tighter in the turns than the newer cars because it's lighter. People who buy these sorts of conversions generally do their own service anyway. Aside from that mine will essentially be a '99 EB when I'm done without the AWD and true 4WD instead. I would think some might be interested. However by the time I'd want to sell it it won't really be worth much anyway, certainly not what I'd have in it and that's not the point. I want to customize it to my needs and wants.

CDW, I'm ditching the ARC cause I don't like it. Also using the '99 rear end means I retain the VSS right. What exactly does the GEM control anyway? I suppose it's time to get wiring diagrams for the '99, '96, and an '03 or newer Expedition.

 

[CDW6212R]

Most of the small electronics controls are in the GEM. Both wipers, seat belt ding, transfer case stuff, monitoring voltage draws, several things. For makes enough changes during each revision that swapping GEM's doesn't usually work well.

 

[A Quiet Boom]

Well just read all of V8boatbuilder's thread on the 4406 swap. I'm still not sure how he got 4auto to work but I assume it's the neutral tow kit he mentioned. Gonna tear into the trucks this weekend. Keep the '96 front and make the disconnect relay controlled by a dash switch. Everything else will come off the wrecked 99 5.0L. The '99 has depoyed airbags and I'll be switching column and dash along with the interior so i might switch to a grant wheel and use the wheel mounted paddle shifter from TCI or put the bags in from the '96 and make a paddle stick. I think I'll wait on the paddle mods for now and concentrate on getting the 5.0L 4406 conversion done and running. I've got other issues to deal with since the trucks been sitting two years, both rear doors and hatch are stuck, ugh!

Another question. I've got a 31 spline PowerTrax locker that I ran in my Mustang drag car with a t-bird 8.8, couldn't hold up to 10 sec et's so I swapped in a spool. Could I use it in the Ex? I vaguely recall them being 31 spline 8.8 axles.

Seems I need to also contact my brother (tmsoko) to see if he ever installed that 4406 in his truck, my guess is it's sitting in a corner in his garage hehe.

 

[CDW6212R]

Todd is your brother, he's the welder I wish that I had as a neighbor?

Swapping in the 99 dash will help a bunch with the swap, it's plug and play basically then. Be sure to get the key cylinders from the door, and the keys. That gets the PATS working right, and you can swap the key cylinders. I don't know if the 96 cylinders use the same holes, hopefully so. My 91 and 93 doors had to have the holes opened up for the key cylinders. I used a 95-97 rear hatch cylinder to have tumblers changed to work with the same key.

Check into Aaron's thread carefully about the two wires for the BW4406, his truck had them but newer trucks evidently don't. While swapping engine and bay harnesses, get those wires from your 96 harnesses. If you can, take a picture or two of those soon. I'm really close to pulling my truck apart to do the 4WD, those wires are all I think I'll need to deal with.

 

[A Quiet Boom]

Yep, Todd is my younger brother. I wish he'd get back to work on his truck but I think he's been discouraged and he has a 2 year old son with a daughter on the way. Me I have 4 girls, I make time for me, I have to. He lives outside Detroit and I live in Akron Ohio, I wish we were closer as well. I've got a full machine shop and welding equipment at my disposal, he and I could really fab up some neat stuff if we worked together.

I'll look at Aarons thread again about the wires. What harness and were are they on the '96? Locks where already gonna be swapped, bad lock on drivers door of the '96 anyway and I want the PATS to work.

 

[CDW6212R]

That's good to hear that you and Todd both have like interests, he is great at thinking through a task and fabricating the answer.

The wiring subject was in Darren's thread, here is a link to that; http://www.explorerforum.com/forums...ghlight=Lastly+transfer+circuitry+neutral+GEM

That was from 2003, and using a V6 BW4405 with the V8 truck. Aaron used that to help work out the TOD version of the BW4406 in his truck.
Those two circuits you will easily be able to track down in the 3 wire connectors going through the firewall. It may be that they are only in the V6 harnesses though, I just read some of that thread of Darren's.

 

[A Quiet Boom]

Well with the help of a buddy we got the entire interior including the dash and column out of the '96 tonight. Glad we did it that way as we learned a few things that will make gtting the interior out of the other truck easier as well as putting it into the '96. I need to label the harness and remove it yet but it's just lying loose in the truck.

I'll likely put the old leather interior, harness, engine, trans, transfer case, everything I don't need up for sale if anybody's interested.

I'm real tempted to put fresh paint on the truck while I've got it stripped down this far. Later this week I'll pull the engine, trans, transfercase, rearend, all the auto ride stuff, and the gas tank. It's funny the engine in the truck now is Todd's original engine from his '99 Ranger before he did the 5.0 conversion with the '96 sensors etc. on it. Things got less than 70k miles on it but hasn't been driven in about 3 years since the tranny started giving me trouble and I had other things to do.

 

[CDW6212R]

I love that so many things can be swapped between vehicles. If the interior color is the same, then keep your old console arm rest, it's leather.

With the extra wiring harness you will have no trouble pulling out the two wires from the V6 engine/bay harnesses to add to the 99 stuff. You may get to those before I need to, I'm about to start pulling my gas tank and AWD TC.