Ford E8TZ-7A039-J Transmission Extension Housing

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To remove the transfer case, start by raising the vehicle and supporting it securely on jackstands. Drain the transfer case fluid if necessary. Disconnect the 4WD drive Indicator switch electrical connector or the shift motor harness electrical connector, depending on the model. Remove the speedometer cable and gear assembly if applicable. Disconnect the vent hose from the transfer case. Disconnect the transfer case shift rod link. Remove the skid plate if equipped. Unbolt the heat shield from the transfer case. Disconnect the front and rear driveshafts and tie them securely out of the way. Support the transfer case with a transmission jack. Remove the bolts retaining the transfer case to the transmission adapter. Carefully move the transfer case to the rear until the input shaft clears the adapter, then lower the assembly from the vehicle and remove the gasket between the transfer case and adapter. To install, reverse the removal procedure, making sure to check and fill the transfer case with the correct grade and quantity of lubricant. Tighten the fasteners to the specified torque.

Operationally, all transfer cases mentioned perform the same function. In 2WD mode, power is transferred from the transmission to the Input shaft of the transfer case, which then drives the output shaft through a non-functional planetary gear set. Shifting into 4WD mode locks a previously free wheeling gear onto the 2WD output shaft, connecting a second output shaft for the front driveshaft via a multi-row chain. This completes the transfer of power to the front wheels. Shifting into 4WD low activates the transfer case planetary gears for gear reduction of the 2WD output shaft, providing reduced gearing to both axles. The transfer cases differ in the mechanical means used for planetary gear reduction and shift mode mechanisms. Additionally, all transfer cases have an oil pump driven by the rear output shaft to maintain pressure during normal operation and towing.

Prior to condemning the transfer case as the source of a 4WD related problem, first absolve the engine, clutch or transmission, front or rear driveline, front or rear drive axles, front or rear brakes, front locking hubs and front or rear tires and wheels of any contributory effects. It is important to remember that normal driveline windup produced in the 4WD mode can cause hop, skips, bounces, and delayed shifts out of 4WD mode, especially with electronic shifting. This condition can be aggravated by slightly different tire sizes, wear, and loading. Overhauling a transfer case is considered a major repair, and if required, it may be advisable to replace the faulty unit with a new or rebuilt one. Suggestions for DIY repair include drawing a diagram or taking photos or videos during the disassembly process, removing peripheral components before working from the rearmost case forward, checking for missed bolts or snap rings before applying excessive force, paying attention to critical components like oil pumps and shifting mechanisms, anticipating and having replacement parts available, ensuring cleanliness and adequate space during work, pre-lubricating parts with the appropriate fluid, testing the case for any abnormalities before reinstalling, and filling the case with the correct type and quantity of fluid. It is important to avoid testing the transfer case operation in 4WD mode on the street and instead perform testing on dirt, sand, or mud to release torsional driveline windup safely.

The components of the Borg Warner 13-56 Electronic Shift system include the electronic control module, 4WD selection switch, wire harness, neutral safety switch, transfer case mounted speed sensor, shift motor with integral shift position sensor, electromagnetically actuated front drive gear spin-up clutch, rotary shift cam (drum), and a conventional transfer case.