About Us

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I’ve been a Ford guy nearly my whole life. In high school, my dad handed me the keys to a 2004 F-150 King Ranch. I drove it until the odometer almost rolled over 300,000 miles. Since then, I’ve stuck with Ford—not just for the looks or the torque, but because I’ve always loved how these trucks feel on the road: confident, solid, and capable.

Years later, I finally picked up my dream truck—a 13th-gen F-150 King Ranch. It had 154,000 miles, but that didn’t worry me. I believed in the quality Ford puts into their pickups.

That belief was quickly tested. On the drive home from the Subaru dealership I bought it from, I noticed a scratching sound coming from the front end. A few days later, I returned to the dealer—no extended warranty (who actually buys those?). They kept the truck and diagnosed the issue using chassis ears and other tools. The result? A $1,000+ repair bill for a new CV axle, IWE actuator, solenoid, and check valve.

With the truck fixed, I packed up my life and drove from Texas to Brigham Young University in Utah. But not long after arriving, the joy wore off. I started hearing a rattling noise from the front driver’s side, and the check engine light came on. A warped exhaust manifold and leaking valve cover were just the beginning.

I’ve always liked working with tools and learning how things function, but I also don’t have piles of cash to throw at every repair. So, I dove in myself. My biggest challenge? The IWE system—Ford’s vacuum-powered 4WD hub locking mechanism. When I tried to engage 4WD in Utah’s snow, I heard grinding… but no traction. I was stuck in 2WD.

Over time, I replaced everything tied to the system: brake booster vacuum pump, actuators, vacuum lines, wheel hubs, axle seals, and both CV axles. Even without paying for labor, the costs piled up. I sourced parts from Ford Motorcraft and AutoZone and spent over 20 hours installing, removing, troubleshooting, and reinstalling.

Eventually, I got it working—and quiet. No more grinding. I could use 2A without fear. But along the way, I noticed something bigger: even Ford techs don’t really have a lasting fix for the IWE system. Most of the advice out there? Cap the lines, unplug the solenoid, or buy aftermarket parts that keep the system locked in 4A. All workarounds. None of them addressed the root issue.

Here’s the real problem: the IWE system needs at least 18 inHg of vacuum to completely disengage the hubs. But most of the time, my truck only started at 10–15 inHg. That means the hubs are partially engaged when you start driving—grinding away at the clutch rings. Not everyone wants to sit and rev their truck just to build vacuum every morning.

So I built the Kontroller—a simple, smart, foolproof solution that solves the vacuum issue without drastically modifying your truck or relying on Band-Aid fixes. It works with the factory 4x4 knob. When you’re in 2A, the Kontroller helps build and maintain vacuum to protect the IWE system. When you shift into 4A, 4H, or 4L, it automatically shuts off. No switches, no guesswork, no nonsense.

This product isn’t for people with deep pockets and dealership loyalty. It’s for those of us who spend our Saturdays in the garage, who feel pride in solving problems with our own hands, and who want to keep their truck running right for years—not just until the next breakdown.

Kameli Automotive is proudly American. Designed, tested, and assembled in the USA. We believe in products that solve real problems, made by people who actually care about the vehicles they drive.

I’m not just building a business—I’m solving the same problems I had to face myself. And I want others to avoid the pain (and cost) that I went through. That’s why we put people first.

Kameli Automotive. That’s control that drives confidence.

– Kenneth