It snowed the other day and i put my truck in 4 hi and between 5-15 mph it would kick out and make a loud grinding sound until I pushed it out. Any ideas where to start would be greatly appreciated. Its a 5sp
Had the same problem with a couple different trucks and I've seen it before on several others. Sounds to me like your shift fork is going bad in your transfer case. Didn't used to cost much to fix not sure about now, especially in my area, those Borg Warner cases are hard to find
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1992 F- 250 ZF 5spd,4wd,7.3 idi, K&N air filter, Holley red electric fuel pump, 3/55 gears, Lund cab visor, Ranchhand headache rack, diamond steel bed rails, American Racing aluminium wheels,gooseneck ball in bed, v-5 hitch,cab lights.Almost done with my conversion, reg cab L-bed to ext cab s-bed lookin good Motor is out of '91 F-Superduty unknown miles ,280,000 on truck. also got a 1999.5 F-250 Superduty,7.3 powerstroke,automatic transmission,xlt lariet,extend cab long bed (big truck), 150,000 miles,v-5 hitch
I would guess its the shifting fork as well, very common on these trucks. The t-case is pretty easy to remove and work on. When you open it up you will be able to tell right away if the fork is worn. I bought one from ITP, who I mentioned in my post above, for less then $40.00 about 2 years ago.
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1993 F-250 Regular Cab 7.3 IDI Turbo 4x4 5spd
There are parts in there that wear and without taking it apart, you won't really know. Common things are worn plastic bushings on the forks, worn or cracked forks, or broken springs under the detent balls.
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2005 F-350 CC, LB, 4x4, Dually, 6.0 Powerstroke, Torqueshift, 4:10 Gears. Gooseneck and rear pull hitches. "Truck Covers USA" roll up aluminum tonneau cover. Putco Boss Running Boards. Aluminum finned diff covers. Bilstein HD shocks. ProComp steering stabilizer. XRF ball joints. NC Hornet CCV mod. RCD egr delete kit. AirDog fuel system. Strictly Diesel's regulated fuel and coolant return lines kits. Amsoil oil bypass (by NUC Motorsports) and homebuilt coolant bypass kits. CFM intake elbow. ARP head studs with factory gaskets and all upgrades. MBRP 304SS "Cool Dual" exhaust system. SCT Livewire tuner with pyrometer. Autometer 'A' pillar gauges (Boost/Trans temp/Pyrometer/Fuel Pressure). 850 CCA Motorcraft Batteries. Using Rotella T-6 synthetic oil. Upgraded degas tank and cap. Hayes deep aluminum trans pan. GoGo Diesel modified direct clutch solenoid. Retro Solutions HID head and fog lights. High idle mod. Jimmi-Jammers. Many other custom features.
Before you decide it's internal you might want to check the detent plate that's bolted to the case. I bought my truck brand new so I know nobody had been screwing around with it, but the first snow when I used 4WD HI mine did the same thing. When checking it out, I found the notched detent plate that the 4WD shift lever tab locks into was mis-made and not matched to the 4WD Hi position in the transfer case. In other words, the plate was only letting the shift rod engage partially in 4WD in the transfer case so it would pop out of gear under any load although the lever was fully seated in the 4WD position in the detent plate. Since the plate isn't adjustable like most are, I just filed the notch down to allow full engagement and it's been OK ever since.
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Heavy truck and diesel mechanic (thankfully retired after 30+ yrs)
'91 F-250 SC 4X4, 5spd. ATS Turbo, 3:55 diff.
Thanks so much for all the resonses. Lmjd I think that could be it. Its almost like its not shifting far enough back to fully engage. But on another note I bought the truck off of a co worker who has a tendency to be a "little" lazy. It had 98000 mi on it when i bought it from him. Could there be any chance that gear oil has lost its viscosity and needs to be filled or changed?
Glad you understood my post. I didn't think I put it in very understandable terms, kind of hard to describe in print, would have been much easier if we were laying under my pickup and I could point out what I did.
I'd sure change all the fluid in the gearboxes and differential. They're supposed to be changed about every 80,000 anyway. Plus a '90 with only 90,000 on it is a bit suspicious, my '91 has 245,000 on it and that's without using it much in the last 5 years since I bought a new 1/2 ton.
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Heavy truck and diesel mechanic (thankfully retired after 30+ yrs)
'91 F-250 SC 4X4, 5spd. ATS Turbo, 3:55 diff.
No, it's on the outside, easy to see. It's been so long since I fixed mine I can't really remember without crawling under it, but I probably put it in 4WD high, then disconnected the shift rod (that goes into the transfer case) from the shift lever and then either pushed or pulled on the rod and found that when engaging with the shift lever it wasn't fully "notched" in gear in the case .
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Heavy truck and diesel mechanic (thankfully retired after 30+ yrs)
'91 F-250 SC 4X4, 5spd. ATS Turbo, 3:55 diff.
There is also a pump in the t case. They tend to fail because their anchored to a slot in the case and the tab comes out spins and causes all sort of problems. You'll see it when you open it up. Very easy to work on
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'94 F250 IDI 4X4 5 speed. New to me in '03. . "A" pillar gauges ATS Turbo upgrade 3" down pipe & exhaust, Baby Moose IP, "BB" injectors, coolant filter and PS intercooler.
1975 CJ5 AMC 360 Boxed frame, shackle reverse and sprung over, YJ springs, Twin stick D20 with D18 low range gears, NP435 Waggy axles 538 gears, on board air, welder and shower, GM throttle body injection
There is also a pump in the t case. They tend to fail because their anchored to a slot in the case and the tab comes out spins and causes all sort of problems. You'll see it when you open it up. Very easy to work on
Also, the hose that comes off the pump, kind of sits loose in the case and can get torn by the chain. It will lead to lack of lubrication. I've used steel brake tubing in it's place...formed it to fit tighter to the case, away from the chain.
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2005 F-350 CC, LB, 4x4, Dually, 6.0 Powerstroke, Torqueshift, 4:10 Gears. Gooseneck and rear pull hitches. "Truck Covers USA" roll up aluminum tonneau cover. Putco Boss Running Boards. Aluminum finned diff covers. Bilstein HD shocks. ProComp steering stabilizer. XRF ball joints. NC Hornet CCV mod. RCD egr delete kit. AirDog fuel system. Strictly Diesel's regulated fuel and coolant return lines kits. Amsoil oil bypass (by NUC Motorsports) and homebuilt coolant bypass kits. CFM intake elbow. ARP head studs with factory gaskets and all upgrades. MBRP 304SS "Cool Dual" exhaust system. SCT Livewire tuner with pyrometer. Autometer 'A' pillar gauges (Boost/Trans temp/Pyrometer/Fuel Pressure). 850 CCA Motorcraft Batteries. Using Rotella T-6 synthetic oil. Upgraded degas tank and cap. Hayes deep aluminum trans pan. GoGo Diesel modified direct clutch solenoid. Retro Solutions HID head and fog lights. High idle mod. Jimmi-Jammers. Many other custom features.
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