Question Regarding the Transfer Case while 4A is Selected

[embedded rock]

For the Ranger 6G transfer case with "4A" available and selected, is the multi-plate clutch electronically engaged/disengaged when rear wheel slippage is detected; or, does it have springs and a pressure plate resulting in the clutch pack being engaged all the time and only slipping/releasing when there would be some binding between the front and rear axles--such the binding experienced with 4Hi/4Lo on dry pavement?

The assumption is there is a clutch pack at the back end of the transfer case like in the F150.

Looking for technical documentation to support answering this.

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[John E Davies]

https://www.ranger6g.com/forum/threads/raptor-4a-question.14303/

Now sure of the answer, look there and it might help. I am just glad I have it, it is one big reason I chose the RR

John Davies
Spokane WA USA

 

[Bmadda]

The 4A "advanced" xfer case works completely differently from older type "full time" xfer cases. In 4A mode it places the shift motor at the "kiss point" on the cam that locks the 4wd clutch, then the AWD control module applies and releases the clutch based on driving conditions. It actually locks it preemptively on accel in a straight line, and releases when coasting in turns. It can operate this way because it has steering info, and isn't just looking for wheelspin like older systems. I have the advanced case on my Bronco also...it's actually pretty awesome compared to the older style 4auto cases that didn't lock until wheelspin occurred. In snowy conditions where roads are partially plowed, it's impossible to tell it's not in 4H

 

[embedded rock]

Hmmm, yesterday in the cold and rain, my RR was wheel spin from stops. I selected 4A, but the right rear wheel would still spin, but only momentarily. This suggests something different.

Anyway, still looking for published technical information regarding the Ranger transfer case.

 

[stuartmunto]

Hmmm, yesterday in the cold and rain, my RR was wheel spin from stops. I selected 4A, but the right rear wheel would still spin, but only momentarily. This suggests something different.

Anyway, still looking for published technical information regarding the Ranger transfer case.

Not really - less weight over rear tyres means they would have less traction compared to the front tyres - especially in the cold when the rubber is harder and road surface is wet. So sending the same amount of torque to front and rears could still cause the rears to lose traction slightly until speed picks up? Just a thought

 

[SuperDave150]

Hmmm, yesterday in the cold and rain, my RR was wheel spin from stops. I selected 4A, but the right rear wheel would still spin, but only momentarily. This suggests something different.

Anyway, still looking for published technical information regarding the Ranger transfer case.

A single spinning wheel has nothing to do with what’s happening in the transfer case. That’s the axle diff sending power through the path of least resistance.

 

[SuperDave150]

@embedded rock
Flip on the Bronco forum has connections to detailed Ford info. Here’s a breakdown that he shared.

https://www.bronco6g.com/forum/threads/transfer-case-technical-discussion.52097/post-1555297

And before anyone says “Wait, it uses clutches instead of gears?!?” I remind you that clutches can be designed to reliably transfer as much power as you need. For example, 18 wheelers, NASCAR & F1 race cars, Top Fuel dragsters, industrial engines…

 

[embedded rock]

Just finished reading the 22 pages in that thread @SuperDave150. Good discussion of the clutch functionality. There was one mention of the RR's t/c, but that was it. Also have read several F150 and other Bronco transfer case threads, which led me to starting this one.

Too bad the Ford parts listing don't show the assembly and parts breakdown for the Ranger transfer case(s).

One day, I'll crawl under my RR and get a part number off of a tag, or sumptin, for the transfer case, and compare to part numbers mentioned in that Bronco thread.

 

[Bmadda]

Just finished reading the 22 pages in that thread @SuperDave150. Good discussion of the clutch functionality. There was one mention of the RR's t/c, but that was it. Also have read several F150 and other Bronco transfer case threads, which led me to starting this one.

Too bad the Ford parts listing don't show the assembly and parts breakdown for the Ranger transfer case(s).

One day, I'll crawl under my RR and get a part number off of a tag, or sumptin, for the transfer case, and compare to part numbers mentioned in that Bronco thread.

I own a RR and Bronco BL and I can state that from external appearance the two xfer cases are 100% identical. Only the rear output flange is different

 

[Lion77]

https://www.f150forum.com/f118/bw-4469-transfer-case-overhaul-good-video-548963/

Not a Ranger and from a slightly older F-150 (2015 - 2020), but probably similar to Rangers unit. Looks like its designed by Borg Warner.

I agree though that the 4A on the RR works very well, its engagement is seamless.

As far as clutch packs wear life, not sure how fast 4A use will wear them out, but there are a lot of AWD vehicles with AWD center diffs that are electronically controlled.

All the German cars, Mazda, Subaru etc. I think the tech is pretty mature at this point and dont forget your torque converter based 10R60 uses clutch packs for lockup, but in that application the torque converter is transferring most of the energy during lockup so clutch pack wear in autos is pretty minimal (hence why they frequently last 200-300k unless your highly modded and drag racing regularly).

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