I am about to place an order for a 2001 sport 4x4, 4.6. Should I go for the stupid little dial on the dash or be a real man and go with the floor mounted shifter? Do they operate differently? I currently have an '88' with the true 4x4. The old locking hubs. Is today's 4x4 sytems junk?

 

First things first. The new 4x4 systems are much more convenient. No more slogging out into the mud up to your ankles to lock your hubs. You just put it in 4WD and go. If you didn't know, the front axle has a vacuum motor that when activated, disengages one wheel axle from the front differential. That's a bit simplified, but that's essentially what happens.

Second. I had the floor mounted transfer case shifter on my '97 and it was excellent. Never had a problem with it. It was easier to shift into 4Lo than it was with the '87 I had previously. I'm sure your '88 is the same when going thru Neutral and into 4Lo, if you didn't do it just right, you'd grind the gears. The '97 never did that.

My '99 has the electronic shift on the dash and other than not having a neutral position, it operates even easier than the floor mounted shifter did.

To shift into Low range, all you gotta do is come to a stop, but the gear into neutral, step on the brake pedal and turn the ****. You'll hear some clicking behind the dash and the low range light comes on. You can engage 4Hi at any speed in or out of gear up to 55 mph. Couldn't be simpler.

Some people have had problems with their electronic shift, but the theory is that if you don't use it often, it might get stuck.

I'm going on 2 years with mine and I use it all the time. I haven't had even a hint of trouble in all this time.

I can't get a PTO, so the neutral position on the floor shifter has only one use these days. I think if you put the transfer case into neutral, you can tow the truck without damaging things. I said I THINK you can, but I'm not 100% sure about it.

If it makes any difference to you, I will insist on the electronic shift on the fly option from now on. It's been around long enough for it to be dependable. Just remember to use it regularly to keep the parts moving. I use mine at least once a month.

[This message has been edited by Dennis (edited 08-22-2000).]

 

JDF,
In the end it comes down to $$$. Are you willing to spend the extra dough for a **** that does what you can do yourself just as easily? You may also want to consider the break down factor. If your front diff takes a dump on you with the manual shift you just shift out of 4WD and go home. With the electronic shift you'll be calling the wrecker to pull you out of the woods. Either way, be sure to hit the dirt once in a while to keep the 4X4 parts working smoothly. I try to take mine offroad at least once every two weeks. This way my front diff gets a workout and I have an excuse to wash my truck!

Dennis,
Did they change something from 99' to 00'? My owners manual says I can shift into 4WD Hi at any speed up to 88 mph. Not that I would mind you but that's what it says. I have the manual shifter, is 55 mph only for the electronic?


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onemil,

You made me go and get my owner's manual. Here's what it says:

"Move the 4WD control to 4H at a stop or up to 88 km/h (55 mph).

At temperatures below 0ºC (32ºF), shifts from 2H to 4H should not be performed above 72 km/h (45 mph)."

I think you may have misread your manual OR the '00 models have been upgraded to shift up to 88 mph.

If you have front diff. trouble, why can't you shift back to 2WD? Are you sure about this?

 

In my mind, when you're offroad, simplicity is a virtue. I like knowing, that according to where I have that shift lever at I'm getting power to my front axle, or low range gearing. True, you do have the electronic engagement of the front axle disconnect even with the manual shift, but it is much simpler and easier to trouble shoot in the field than the esof. This seems to me like the possible difference, between geeting back to civilization by driving there, or walking in the event something goes wrong. Thats just my opinion

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BigBunnell

98 F150 4X4 XLT flareside V6 5sp K&N Flowmaster and some other goodies

 

I can see your point about keeping things simple. In my area, where there are more 4x4 F-150s than 4x2s, the electronic transfer case has been dependable. Have not heard of anybody getting stranded, yet. So, for me, the convenience of this feature outweighs the risk of failure.

Besides, I have two towing options and I actually have a good friend who owns a towing company and I have a bunch of friends who are mechanics and 4x4 owners and my cellphone has excellent coverage in my area.

LOL. It's like carrying an umbrella. I have all these resources and have yet to take advantage of any of them in the 13 years I've owned F series trucks.

I'd have to say if you're going to be in the boonies all alone and you don't have the mechanical skills and resources, keeping things simple has it's place. Personally, I would never think of going it alone without packing along a bunch of tools and safety equipment.

 

I ordered mine with the manual shifter, for piece of mind and I like the way it looks in the floor, and it also saved 150 bucks. I had electronic shift on my ranger and I never felt comfortable with it.

LHM

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2000 F-150 Super Cab XLT 4x4 ORP 5.4liter V8, Towing Package, Rear Slider, Remote keyless Entry,3.55 LS, Black Exterior, Medium Graphite interior, manual shift 4x4. Current mods Gooseneck hitch,Ford Custom Molded Splash Guards, Muth Signal Mirrors, SUPERCHIPS Performance Chip, and Y pipe with duals.

 

I had another question guys, and thanks so far.
My '88 4x4 has the old locking hubs which gave you a true 4x4 virtual solid front axel, great in snow, dirt etc,. but don't run it on dry pavement if you like your tires.
My question is what's the scoop on today's 4x4's? and why would you need to order the limited slip with it? Bet it has something to do with computers controlling wheels or something.

 

You won't get transfer-case noise in the cab with an electronic-shif version.

Anyone who drives a truck at 55 MPH in 4wD is asking to have his truck listed in the Trader Mag with the footnote "Roll-over Damage".

 

Dennis,
You made me go get my manual with that one! You're right. 88km/h or 55 mph. I thought 88 seemed a little fast to be shifting into 4X4, I don't know why I didn't realize this earlier. As for ESOF breaking down, I've always been told by four wheeling buddies and my father-in-law, that if you have any problems with the electronics or the front diff the ESOF won't work and you'll be stuck in whatever gear your in. If it's in 4WLo you'll be headed home at about 10 mph. If it's in high you'll probably make it home a little faster but eat up a lot of fuel doing it. That's just what I've learned in my off roading experience. I would be a little more inclined to take more chances if I had the towing options you do! Must be nice.

 

I have some friends with tow trucks as well, so getting the ESOF stuck in 4x4 isn't a big deal for me either. I didn't want the noise or the ever-grungy shift boot. I use it a least once a month to keep things moving. I just think Ford blew the positioning of it. It looks like a fourth heat/AC ****. They should have put it on the dash on the right side of the steering column below the instruments. Then pull the heat/ac controls left and make the cupholder and ashtray bigger and better.

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2000 F150 XLT 4x4 Short Bed. Amazon Green, 5.4L, SuperCab, ORP, Tow Package, Sliding Rear Window, Electronic Shift, Keyless Entry, LT265-70-17 Tires, Clarion Pro Audio, Herculiner Bedliner, Air Silencer Removed.

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2000: You've got company with your comment about the **** location. At least it won't go into 4L0 without effort!

I suppose you could look at it as a 'feature' whereby you're likely to run in 4wD periodically (as the weather changes) .

 

JDF,

Today's trucks don't have locking hubs anymore. What they did was, in essence, install a "clutch" between one front wheel and the front differential. When in 2WD, the right wheel (if I recall correctly) shaft is disconnected from the front differential. The left wheel stays connected and keeps the front drive shaft spinning. The spinning shaft is the reason you can shift into 4H while the truck is moving. Sort of like how you can shift your older truck into 4H while moving so long as your hubs are locked. In the case of the new trucks, you can turn without binding up the front axle because the two wheels are not connected in 2WD.

You need limited slip because without it, in 4WD, you really are only sending power to one wheel per axle. With limited slip, you're sending power to 3 wheels.

 

I actually like the location of the shifter. When someone gets in my truck they know it's a 4X4 without having to hunt for some ****. Not that they wouldn't know from having to grab the Oh s**t handle to get in! I think the shifter is a part of the whole 4X4 experience. As far as it being grungy, my dad-in-law's 79' Silverado 4X4 shifter is clean as a whistle! As for the rest of the interior... After all it is a Chevy.

 

Yeah, you'd think it would be standard equipment, but I guess there are people who don't want LS. Why? I don't really know!

You're right about the mileage. I guess the convenience is more important to the majority of the people.

I don't really mind it since my old '87 that had locking hubs drank gas like nobody's business. This new truck gets at least 4 mpg better mileage and performs better than the old 5.8L did, so I'm happy.