Help, grinding/rubbing sound
#1
04-11-2015, 07:14 PM
Help, grinding/rubbing sound
08 f150 4x4 with lift, nothing new on truck!
Coming home from homedepot doing 55mph and start hearing this sound with a very slight vibration. Like riding on a grooved black top road. Noise will come and go but goes a away at 25mph and lower. No difference if in 4 wheel or 2 wheel. Running 45 mph with noise I step on and it picks right up an goes.
Wheels tight, u-joints tight, all fluid is full and looks good.
I would think a rear or something but it's not consistent.
Any idea?
Thanks
Coming home from homedepot doing 55mph and start hearing this sound with a very slight vibration. Like riding on a grooved black top road. Noise will come and go but goes a away at 25mph and lower. No difference if in 4 wheel or 2 wheel. Running 45 mph with noise I step on and it picks right up an goes.
Wheels tight, u-joints tight, all fluid is full and looks good.
I would think a rear or something but it's not consistent.
Any idea?
Thanks
#2
04-13-2015, 07:01 AM
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vac leak or check valves in the lines going to the front hub units (IWE)???
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
#3
04-13-2015, 07:13 AM
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HOW TO: Diagnose your 4x4 system problems.
http://www.f150forum.com/f72/how-dia...m-esof-186872/
http://www.f150forum.com/f72/how-dia...m-esof-186872/
#4
04-13-2015, 08:04 AM
vac leak or check valves in the lines going to the front hub units (IWE)???
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
Did a body lift about two weeks ago and never readjusted the shiftier cable. Well I adjusted it and everything is better glad I only drove it a couple of miles with this problem. Now I know better!!!
#5
05-11-2015, 02:03 AM
vac leak or check valves in the lines going to the front hub units (IWE)???
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
First, a system description: On the 2004 (new body style) and up F-150 Ford went to a new design for the 4x4 system. Each front wheel has a vacuum actuator, called an Integrated Wheel End. These IWEs are bolted to the inside of the steering knuckle by 3 bolts, and a half-shaft (front axle) passes through each one into the hub, which is on the other side of the steering knuckle and secured with 4 large bolts. These IWEs (sometimes also called actuators) are controlled by vacuum. This vacuum comes from the engine.
When your engine is off, there is no vacuum supply. However, vacuum is still stored in a vacuum reservoir which is located behind the battery. This is possible because there are two check valves in the vacuum lines. One check valve is between the vacuum tap on the engine side and the IWE Solenoid, and the other is in this same line (T- fitting in between) between the IWE Solenoid and the vacuum reservoir. These are on the vacuum supply side of the solenoid. The vacuum control side of the solenoid goes directly to the IWEs.
Now, this stored vacuum is not used when the engine is off, because the IWE solenoid (located high on the firewall aft of the battery) is not energized, and so vents vacuum in the lines that go to the IWEs. The purpose of the check valves, then, is to ensure an adequate supply of vacuum to the system even when the driver commands full throttle, which would normally also deplete the engine vacuum supply. This will become important in diagnosis later on. With no vacuum to the IWE, a spring forces a geared locking collar outward onto the hub gear, which then locks the hub and half shaft together.
With the engine running, there is an ample vacuum supply. In 2WD, the IWE solenoid is energized (grounded by the 4x4 control module, actually) and supplies vacuum to the IWEs. A vacuum diaphragm in each IWE overcomes the spring that would otherwise force the locking collar onto the hub, pulling the locking collar in and off the hub gear, which lets the hub spin and the half shaft remain stationary, thus unlocking the front wheels.
http://www.f150forum.com/f72/how-dia...m-esof-186872/
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Last edited by VTX1800N1; 05-11-2015 at 02:05 AM.