4h
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From: OH
I ended up replacing the module because I found one used off of a 2000f150 and picked up a transfer case motor as well that actually had that wire going into the TC just to make sure and rule that out. Still the same thing. I also got the RPO relay and replaced it as well. Still the same stuff so I'm leaning towards the GEM.
Here a question: I know the GEM stores codes, and from what I read when it stores codes they have to be erased before everything is back to normal. Could it be that I had a bad switch or other part but when I replaced its still thinking its bad because it stores the code? Or does it automatically reset itself? I read on a post somewhere on here that someone had issue with the 4x4 system, they had it scanned and the codes got cleared and it worked after that. It that is the case, will unhooking the GEM or any fuse do the same thing?
This would be my last resort before taking it into the dealer since all the other parts have been replaced and I traced the wirs and non are cracket or unhooked etc.....
Thanks again for eveyone's help.
Here a question: I know the GEM stores codes, and from what I read when it stores codes they have to be erased before everything is back to normal. Could it be that I had a bad switch or other part but when I replaced its still thinking its bad because it stores the code? Or does it automatically reset itself? I read on a post somewhere on here that someone had issue with the 4x4 system, they had it scanned and the codes got cleared and it worked after that. It that is the case, will unhooking the GEM or any fuse do the same thing?
This would be my last resort before taking it into the dealer since all the other parts have been replaced and I traced the wirs and non are cracket or unhooked etc.....
Thanks again for eveyone's help.
Yeah, That brown TCC wire being unhooked shouldn't be a problem as long as you're not doing any moving shifts.
I'm still kinda worried about you saying that it wouldn't fit in the connector because the one of wires for the shift motor are occupying it's spot on the connector though. doesn't really make sense to me though since your 4L shifts seem to work properly. Makes me wonder if there are other wires in the wrong place (like the 5 wires for the shift motor position switch on the shift motor)...this might make the GEM think it's in a wrong range and be preventing the 2H-4H shift from happening.
On that shift relay module, there are two relays inside the module...one for clockwise shift motor rotation and one for counter-clockwise rotation. If they're working for the 4L shifts then they should be fine.
-For a high-to-low shift (like 2H-->4H, 2H-->4L, 4H-->4L) the orange/light-brown wire on pin 9 of the module should get grounded by a relay inside the GEM and flip the H2L relay contact to provide +12v on pin 10 of the module (orange wire). The yellow wire on pin 7 should be at ground during this shift.
-For a low-to-high shift, the brown/white wire on pin 8 of the module should be grounded by a contact inside the GEM and trigger the other relay to provide +12v to pin 7 and pin 10 should be grounded.
Since you've already tried swapping in another shift mode select switch with no change and your 2H-->4L shift & back is okay...the problem sounds to me like it's back at the GEM or the shift mode select switch to GEM wiring. Either the GEM isn't getting the right signal from the shift switch for 4H or it's not processing it properly inside the GEM to trigger the contacts inside the GEM that drive the relay module.
I'm still kinda worried about you saying that it wouldn't fit in the connector because the one of wires for the shift motor are occupying it's spot on the connector though. doesn't really make sense to me though since your 4L shifts seem to work properly. Makes me wonder if there are other wires in the wrong place (like the 5 wires for the shift motor position switch on the shift motor)...this might make the GEM think it's in a wrong range and be preventing the 2H-4H shift from happening.
On that shift relay module, there are two relays inside the module...one for clockwise shift motor rotation and one for counter-clockwise rotation. If they're working for the 4L shifts then they should be fine.
-For a high-to-low shift (like 2H-->4H, 2H-->4L, 4H-->4L) the orange/light-brown wire on pin 9 of the module should get grounded by a relay inside the GEM and flip the H2L relay contact to provide +12v on pin 10 of the module (orange wire). The yellow wire on pin 7 should be at ground during this shift.
-For a low-to-high shift, the brown/white wire on pin 8 of the module should be grounded by a contact inside the GEM and trigger the other relay to provide +12v to pin 7 and pin 10 should be grounded.
Since you've already tried swapping in another shift mode select switch with no change and your 2H-->4L shift & back is okay...the problem sounds to me like it's back at the GEM or the shift mode select switch to GEM wiring. Either the GEM isn't getting the right signal from the shift switch for 4H or it's not processing it properly inside the GEM to trigger the contacts inside the GEM that drive the relay module.
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From: Southern Maryland
From the 97 F150 Electrical manual:
........ If it is grounded in 4low and not in 4hi, and you've verified your mode switch and its wiring, then you have a problem with your GEM (it's either not recognizing the mode switch input, or not processing it correctly).
FUN STUFF!!
........ If it is grounded in 4low and not in 4hi, and you've verified your mode switch and its wiring, then you have a problem with your GEM (it's either not recognizing the mode switch input, or not processing it correctly).
FUN STUFF!!
......the problem sounds to me like it's back at the GEM or the shift mode select switch to GEM wiring. Either the GEM isn't getting the right signal from the shift switch for 4H or it's not processing it properly inside the GEM to trigger the contacts inside the GEM that drive the relay module.
Looks like good sound advice.
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From: ND
Last I emailed with midnightride a couple days ago, he was working on tracing those wires from the shift mode switch to the GEM.
Going back to some of his earlier threads on this issue I still kinda think it sounds like he's got either a bad GEM or one for an Expy with the auto-4wd mode.
And yep...I was pretty much paraphrasing the service manual in that last post. Sounds like you were too rhislo.
Going back to some of his earlier threads on this issue I still kinda think it sounds like he's got either a bad GEM or one for an Expy with the auto-4wd mode.
And yep...I was pretty much paraphrasing the service manual in that last post. Sounds like you were too rhislo.
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From: OH
Now yesterday I was debating on getting a 4 postion switch and using it vs the regular 3 postion, or getting a GEM. So I went with getting a GEM off of a 2000 F150 with the electronic shift. It was clean, no rust or corrosion when I opened it up. Here were my results.
I got a gem from a 2000 f150..... As soon as I put it in and turned the car on the Low light came on. It did engage 4h, 4l and 2h just the low light stayed on at all times. I tried all the electronics and the wipers would only work on max and then were not able to be turned off till u shut the car off. I figured that gem should have worked. Bad gem perhaps? Can I take that gem to the dealer and have them re-program it?Is that an option vs purchasing a brand new one?
Here is the part number: YL34-14b205-CA
Perhaps it only works on the 99-03.
Thoughts?
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From: ND
I don't think the GEM has a flashable ROM inside. Never heard anyone doing it anyways.
That used 99-03 that you picked up will most likely be the wrong one. In 99, they started with the hybrid electronic cluster (the digital odometer gauge cluster)...I'm not sure how closely tied in that is to the GEM but I'd suspect that there are enough differences that would cause the problems you're having with this new module.
I'd stick with a 97 GEM. Did you miss out on that ebay link for the used 97 GEM that I emailed ya?
In 98 the PATS system (transponder key) was standard on the F-series so I suspect it'll be different too....I don't have a part # listing for 98s handy.
These 97s can be kinda pesky with a lot of "one-year only" unique parts. The auto tranny is the same way...97 only.
That used 99-03 that you picked up will most likely be the wrong one. In 99, they started with the hybrid electronic cluster (the digital odometer gauge cluster)...I'm not sure how closely tied in that is to the GEM but I'd suspect that there are enough differences that would cause the problems you're having with this new module.
I'd stick with a 97 GEM. Did you miss out on that ebay link for the used 97 GEM that I emailed ya?
In 98 the PATS system (transponder key) was standard on the F-series so I suspect it'll be different too....I don't have a part # listing for 98s handy.
These 97s can be kinda pesky with a lot of "one-year only" unique parts. The auto tranny is the same way...97 only.
Last edited by Bindernut; Jan 7, 2009 at 11:23 AM.
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From: OH
I don't think the GEM has a flashable ROM inside. Never heard anyone doing it anyways.
That used 99-03 that you picked up will most likely be the wrong one. In 99, they started with the hybrid electronic cluster (the digital odometer gauge cluster)...I'm not sure how closely tied in that is to the GEM but I'd suspect that there are enough differences that would cause the problems you're having with this new module.
I'd stick with a 97 GEM. Did you miss out on that ebay link for the used 97 GEM that I emailed ya?
In 98 the PATS system (transponder key) was standard on the F-series so I suspect it'll be different too....I don't have a part # listing for 98s handy.
These 97s can be kinda pesky with a lot of "one-year only" unique parts. The auto tranny is the same way...97 only.
That used 99-03 that you picked up will most likely be the wrong one. In 99, they started with the hybrid electronic cluster (the digital odometer gauge cluster)...I'm not sure how closely tied in that is to the GEM but I'd suspect that there are enough differences that would cause the problems you're having with this new module.
I'd stick with a 97 GEM. Did you miss out on that ebay link for the used 97 GEM that I emailed ya?
In 98 the PATS system (transponder key) was standard on the F-series so I suspect it'll be different too....I don't have a part # listing for 98s handy.
These 97s can be kinda pesky with a lot of "one-year only" unique parts. The auto tranny is the same way...97 only.
yea I missed it, because i knew the local place had the 2000 and I thought fore sure it would work. Another mistake.
I'll get a 97one and call it a day.
Thanks again.