A look at 4H (not 4A) operation

[HammaMan]

Pin counts are the same, transfer cases are the same, guess they changed the pinouts? I see the connectors are changed.

Pulled out the diagrams, they changed connectors and merged the power pins. Not sure if it's an encrypted part or not -- I have a feeling they would have kept it the same otherwise. Not sure what parts you have but you could feed it power and bus wires to see if it will talk to the truck. I'd give it 50/50 but betting on no because they would have kept the other one.

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[adaycj]

... but you could feed it power and bus wires to see if it will talk to the truck. I'd give it 50/50 but betting on no because they would have kept the other one.

Oh boy. The TCCM does appear to be on the TRON (encrypted) network. That would explain the difference in the chipsets on the boards. I'm now thinking this may be impossible. There does not appear to be a TCCM that can run a 4A case with eIWEs that is TRON (and ELD) unless I switch to a hi lock and deal with the TRON programming.

 

[HammaMan]

Here's what I've found w/ ford, they're often lazy. The difference between a deluxe and standard product can be some mosfets or resistors or a linbus chip. I'm not saying this is a sure fire thing for you to do, but it may be possible to add EIWE controls into the TOD board by using the components from a 21-23 donor board. I've found some interesting things generating unique part numbers on otherwise identical by the simple additional of a part available separately. Stupid but true. Sometimes boards are dumb (and missing parts) and bit in the PCM or BCM is actually setting the flags. ie: in 21-23s, you tell the BCM that the EIWEIs are present at...4= EIWI present, 8=always live (and you need the K TCCM that can control them)

Alternatively you could use the hi lock TCCM to control the TOD. It should be all fine and dandy until you call upon 4h or 4l. I have no idea how it will respond as while it does have the shift cam, if the clutch isn't getting fully apply pressure, you're just 2WD. If you use the Hi Lock TCCM and set the appropriate bits in the ABS/PCM/BCM does it revert its operation to TOD w/ EIWE?? The PCM commands the variable clutch pressure, for all we know, the PCM is fully in control and the TCCM is following orders with the options it's capable of.

Either way the knowledge on this forum - within this community comes from pathfinders playing with parts and flipping bits and sometimes soldering chips onto boards. The boards are silicone conformal coated. I have a fiber laser that vaporizes it. It can also be carefully scratched at. Someone who works with PCBs knows how to deal with it. Opening most modules is simply getting the clam shell beyond the clips and it's loose.

 

[adaycj]

...

I suspect The TCCM from a 2024 Tremor or Raptor will run the t-case just fine in 2wd or 4A as you pointed out. They will also run the eIWEs properly. Of course this is assuming the As Built data is configured with Forscan to make the BCM and a few other modules happy. In testing the clutch signal goes to 0% in 4H (and 4L, untested) on the TCCM for the 4A trucks with hi lock t-cases. This exactly matches the description of operation for the TOD Hi Lock in those trucks. Of course I'd need 100% for 4H/L in a 4A non-hi lock case. I tested the TCCM I have today. It was from a 2021 with TOD, ELD, and IWE. No luck, 14 codes and no communication. So I need a 24 (23?) or later module.

There are two things I'm paranoid of. One is that I have not successfully programmed a TRON module, and I don't have one to test on. I'm not going to risk it on my new 2024 truck just to try it. I helped a shop get out of a mess with a EPAS system a few weeks ago and it wasn't pretty.
The other is OTA fouling all this up at a later date.

 

[HammaMan]

What's the signaling to the clutch? Voltage or PWM? If hi lock TCCM doesn't freak out / 2 speed shifts properly, putting a diode on the clutch pressure signal and inserting your own for 'full' pressure is a simple bypass if it'll still shift the case. I don't have a TRON vehicle so I can't tell you where the issues can pop up trying to PMI a device / deal with the encryption key assignment.

I gotta be honest, she's not hard to control (21/3 pinout TCCM, TCs are carried forward identically)

 

[hotrodmex]

Interesting to see it not disengage right away, maybe the EIWE waits to slow down first? It seems to disengage after I make a right hand turn and get back on the throttle.

My guess is the dogs being under load means the friction is likely too high for the spring to push them back into rest. When you slow down to turn, the force on them is reduced, allowing them to retract.

 

[HammaMan]

My guess is the dogs being under load means the friction is likely too high for the spring to push them back into rest. When you slow down to turn, the force on them is reduced, allowing them to retract.

Yup, this is also why it tells you to get off the throttle so it can lock in.

 

[VRFlyer]

What was all that loose bolts noise.
Cool video
But that weird mechanical noise was unreal

OP needs to drill a small pilot hole into his TC and Trans, then use a borescope with VID CTRL for more video fun!

 

[sport19]

I suspect The TCCM from a 2024 Tremor or Raptor will run the t-case just fine in 2wd or 4A as you pointed out. They will also run the eIWEs properly. Of course this is assuming the As Built data is configured with Forscan to make the BCM and a few other modules happy. In testing the clutch signal goes to 0% in 4H (and 4L, untested) on the TCCM for the 4A trucks with hi lock t-cases. This exactly matches the description of operation for the TOD Hi Lock in those trucks. Of course I'd need 100% for 4H/L in a 4A non-hi lock case. I tested the TCCM I have today. It was from a 2021 with TOD, ELD, and IWE. No luck, 14 codes and no communication. So I need a 24 (23?) or later module.

There are two things I'm paranoid of. One is that I have not successfully programmed a TRON module, and I don't have one to test on. I'm not going to risk it on my new 2024 truck just to try it. I helped a shop get out of a mess with a EPAS system a few weeks ago and it wasn't pretty.
The other is OTA fouling all this up at a later date.

Did you ever figure this out? I am looking to do the same swap.

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