By Car Make

Reprogramming procedure for Mercury, Ford and Lincoln Keyless Entry Transmitters or more commonly know as a Key Fob.

Most modern vehicles come with the option for keyless entry. The problem is that these transmitters drop, break, get lost, rubber buttons wear, contacts inside become corroded and the plastic case can crack. TechSmart™ offers one of the most common keyless entry transmitters providing a high-quality, cost effective solution to replace the damaged or lost original.

Some helpful hints on reprogramming your keyless entry transmitter (key fob)

Electonically unlock all doors prior to attempting to enter Remote entry programming mode. Do not press the brake pedal during manual remote entry programming procedure as it will immediately exit you from that mode  (this is to protect against confusion with TPMS learn mode.) If only one transmitter needs to be added or replaced, this can be accomplished via the diagnostic programming procedure using a service scan tool, instead of erasing all transmitters from memory using the manual key cycle method. Keep in mind, most systems only allow 4 devices to be programmed to the vehicle. For example, if a vehicle capable of accepting 4 transmitter devices and is fitted with a wireless keypad, then it can only accept three other transmitters (key fob) devices.

Typical Transmitter programming using the manual key cycle method.

2011-2006 Ford Crown Victoria
2011-2006 Mercury Grand Marquis

Open drivers window. Turn ignition switch from LOCK to RUN position 4 times within 3 seconds ending in RUN position. Door locks will lock then unlock to verify programming mode has been entered. Press any button on transmitter to be programmed. Within 7.5 seconds, press any button on next transmitter to be programmed and so on untill all transmitters are programmed. To exit programming mode, turn ignition switch to START position or wait for more than 7.5 seconds.

2003-1998 Ford Escort
1999-1998 Mercury Tracer

To reprogram all transmitters, cycle ignition switch from LOCK to RUN postion 8 times within 10 seconds, ending in RUN position or LOCK to START position 4 times in 10 seconds, ending in RUN position. After doors lock and unlock, press any button on all remotes transmitters (up to limit of 4). With each button pressed on remote transmitter, door locks should cycle (lock/unlock) to confirm programming. Once completed, turn ignition switch to LOCK postion. Door lock should cycle (lock/unlock) one last time to comfirm completion of programming. All transmitters must be reprogrammed at the same time.

2011-1999 Ford Mustang
2006-2005 Ford GT
2010-1998 Ford Light Truck Expedition
2010-1998 Lincoln Navigator

Open driver’s window. Cycle ignition key from LOCK to RUN 8 times within 10 seconds ending in RUN postion. Doors will lock, then unlock to verify program mode has been entered. Within 7.5 seconds, press any button on transmitter. Doors will lock, then unlock to confirm transmitter has been programmed. Turn ignition switch to LOCK postion or wait 5 minutes to exit program mode. Doors will lock, then unlock to confirm program mode has been exited.

2007-1998 Ford Taurus
2005-1998 Mercury Sable

1. Ensure anti-theft system is not armed. Turn ignition switch from LOCK to RUN position 8 times within 10 seconds ending in RUN position. The system will indicate entry into programed mode by locking and unlocking all doors.
2. Press any button on remote transmitter within 20 seconds. Doors will lock and unlock to confirm transmitter has been programmed. Repeat procedure to program additional transmitters.
3. Turn ignition switch to LOCK position to exit program mode. If a new set of transmitters have been programmed, RAP module will lock and unlock all doors one last time to confirm programming was successful. If system does not program successfully, repeat procedure. If system will not program, repair remote keyless entry system as necessary.

2010-1998 Ford Light Truck Explorer / Sport / Sport Trac
2010-1998 Mercury Mountaineer
2005-2003 Lincoln Aviator

Open driver’s window. Cycle ignition key from LOCK to RUN 5 times within 10 seconds ending in RUN position. Doors will lock, then unlock to verify program mode has been entered. Press any button on transmitter. Doors will lock, then unlock to confirm transmitter has been programmed. Turn ignition switch to LOCK position or wait 20 seconds to exit program mode. Doors will lock, then unlock to confirm program mode has been exited.

2011-2004 Lincoln Town Car
1. Cycle ignition switch from LOCK to RUN positions 4 times within 3 seconds. Locks will lock and unlock to confirm programming mode has been entered. Press any button on remote transmitter.
2. If additional remote transmitters are to be programmed, press any button on remaining remote transmitters within 7.5 seconds. To exit programming mode, turn ignition switch to START position or wait 7.5 seconds.
3. To set a remote transmitter to also operate a memory set postion, press SET button on memory switch then press any button on remote transmitter then appropriate memory button (1 or 2). To unassociate a transmitter, repeat this step.

1998-2003 Lincoln Town Car
Turn the ignition from OFF to RUN 4 times within 3 seconds, with the 4th time ending in RUN. All doors will lock then unlock to confirm programming mode. Within 20 seconds, press any button on the 1st remote transmitter. Door locks will cycle to confirm programming. Within 20 seconds, press any button on the 2nd transmitter (up to 4 transmitters total possible). Turn the ignition OFF. Locks will again cycle to indicate end of programming mode.

2002-1999 Mercury Cougar
1. Open driver’s window. Turn ignition switch to RUN or ACC position. Access programming connector. Programming connector is behind left trunk trim panel, attached to relay panel. Using jumper wire, momentarily short the 2 terminals of programming connector together. Both doors should lock then unlock to confirm program mode has been entered.
2. Press any button on keyless entry remote transmitter. Both doors should lock thae unlock to confirm that transmitter has been programmed.
3. Repeat step 2, to program all other transmitters (maximun of 4 transmitters) to be used with this system before exiting programming, turn iginition switch to LOCK position. To confirm programming mode has been exited, both doors should lock then unlock.

2007-2005 Ford Five Hundred
2007-2005 Mercury Montego
2005-2002 Ford Thunderbird
2006-2000 Lincoln LS

Do not press the brake pedal during manual remote entry programming procedure as it will immediately exit you from that mode. Electronically unlock the vehicle prior to attempting to enter Remote Entry Programming Mode. Turn ignition from OFF to RUN 8 times within 10 seconds, with the 8th time ending in RUN. All doors will lock then unlock to confirm programming mode. Within 20 seconds, press any button on 1st remote reansmitter. Door locks will cycle to confirm programming. Within 20 seconds, press any button on the 2nd transmitter (up to 4 transmitters total possible). Turn ignition to OFF. Locks will again cycle to indicate end of programming mode.

2011-2000 Ford Focus
Turn the ignition from OFF to RUN 4 times within 6 seconds. Turn the ignition OFF. The system will chime to comfirm programming mode has been entered. Within 20 seconds, press any button on 1st transmitter. The system chime once to confirm programming. Within 20 seconds, press any button on 2nd transmitter (up to 4 transmitters total possible). Turn the ignition to RUN to exit programming mode.


2003-2005 Ford Crown Victoria and Mercury Grand Marquis, Headlights dropping out while driving due to the Lighting Control Module (LCM)

TechSmart Lighting Control Module  (LCM)


The LCM is Fords answer to problems with electronic interference and excessive heat with thermoelectric devices used previously.
The LCM is a microprocessor based module that controls several exterior lighting systems.
System include headlamps with auto-lamps (if equipped), turn-signals/hazards, corning lamps, parking lamps and battery saver.

Most common problem with the Lighting control module is that the headlights stop working for short periods of time while driving. Due to the relay in the control module over-heating. Ford recommends only using headlight bulbs that meet there specifications, as this may cause or contribute to this condition.

Ford headlamp bulb specifications – Bulb part # 9007
-low beam light should be rated at 4.30 amps @ 55 watts,
-high beam should be rated at 5.08 amps @ 65 watts.

Before replacing the LCM, make sure all fuses and relays for the exterior lights are good. Refer to you owners manual for fuse/relay locations.
Where is the LCM located? The Lighting Control Module (LCM) would be located, behind center lower of dashboard.

2003-2004 Ford Crown Victoria, 2003-2004 Mercury Grand Marquis part # S41006

2005 Ford Crown Victoria, 2005 Mercury Grand Marquis part # S41007

 

 


Cummins Diesel engine block heater cord for 2003-2007 Dodge Trucks .

5.9L Cummins Diesel engine block heater cord. What does a block heater do? The Block Heater warms the engine coolant and oil, providing easier starting in low temperatures. On 2003-2007 Dodge trucks the heater element is already installed in the block, you just need to remove the cap and plug in the extension cord.

TechSmart Engine Block Heater L25001

 The plug is located on the passenger side, by the turbocharger. The most common way of routing the cord, would be from the element leading out through the vehicle’s grille. When routing cord be sure not to place cord by any moving or hot parts, using zip-ties to fasten securely.


Slow coolant leak on your 2.0L Escape, Focus or Tribute? Could be your Thermostat Housing.

Slow coolant leak on your 2.0L Escape, Focus or Tribute? Most-likely your leak is coming from the thermostat housing, leaving a small puddle of radiator fluid under the engine on the drivers side. This thermostat housing is made of plastic and very common to crack, resulting in a coolant leak. Another common problem is due to a oil leak from the valve cover gasket. This oil leak makes it way down to the thermostat housing destroying the o-ring.

Dorman Thermostat Housing 902-201

When replacing the t-stat housing it would be best to switch from the original hose clamps to worm type hose clamps. The hardest part of this job being the removal of the factory type hose clamp, due to the limited space to work in. Switching to the worm type hose clamps will make the installation a breeze. This job can be done with basic tools,  in about 45 minutes.

 

 


What is a Electronic Throttle Body or commonly referred to as Throttle-By-Wire, Fly-By-Wire, Drive-By-Wire (DBW) or Throttle Actuator Control (TAC)?

Electronic Throttle Bodies? Where’s the throttle cable? As you may already know opening the hood in a modern car reveals systems alot different than that of years past. As engine life has been extended and engine controls have become more complex, longer-life and higher-reliability electronic components are required. These advances in electronic componets aid the Power Control Module (PCM) to stay within the programed perimeters for the best performance and emission regulations.  One of these components being the Electronic Throttle Control (ETC) system often referred to as throttle-by-wire, fly-by-wire, drive-by-wire (DBW) or throttle actuator control (TAC). Using a array of sensors the on-board computer system measures throttle demand, then sends out a signal (electronic command) to the electronic throttle body. This computer command is to operate a servo motor controlling the throttle plate/blade or butterfly.

What seems to be the failure of the Electronic Throttle Body is the plastic gear drive. A common problem of the throttle body bore has been a build up of gases from the EGR and PVC systems, combined with heat causes a formation of gummy residue. This gummy residue often restricts airflow causing poor or hunting idle and even stalling conditions. This residue can become so built up that it causes the throttle body plate/blade to stick, striping out the gear drive in the throttle body.

TechSmart™ has a complete line of New Electronic Throttle Bodies, offering a cost effective solution for repairing  failed electronic throttle bodies for many makes and models.

S20001
2010-2009 Ford Light Truck Expedition
2010-2009 Ford Light Truck F Series Fullsize Pickup
2010-2009 Lincoln Navigator

S20002
2007-2006 Cadillac CTS
2008-2006 Chevrolet Corvette
2009-2008 Pontiac G8
2006-2005 Pontiac GTO

S20003
2007-2006 Buick Rendezvous
2006-2005 Buick Terraza
2006-2005 Chevrolet Malibu / Malibu Maxx
2006-2005 Chevrolet Light Truck Equinox
2006-2005 Chevrolet Light Truck Uplander
2006-2005 Pontiac G6
2006-2005 Pontiac Montana
2006-2005 Saturn Relay

S20004
2008-2006 Buick LaCrosse
2006 Buick Rendezvous
2007-2006 Cadillac CTS
2006 Cadillac SRX
2007-2006 Cadillac STS

S20005
2006-2004 Cadillac SRX
2009-2006 Cadillac XLR
2006-2005 Pontiac Torrent

S20006
2004 Buick Rainier,
2006-2003 Cadillac Escalade,
2006-2003 Chevrolet Light Truck Fullsize Pickup
2007-2004 Chevrolet Light Truck G Series Fullsize Van / Express
2006-2003 Chevrolet Light Truck Suburban / Fullsize Blazer / Tahoe
2004-2003 Chevrolet Light Truck Trailblazer
2004-2003 GMC Light Truck Envoy,
2006-2003 GMC Light Truck Fullsize Pickup
2007-2004 GMC Light Truck G Series Fullsize Van / Savana
2006-2003 GMC Light Truck Suburban / Fullsize Jimmy / Yukon
2007-2005 Hummer H2

S20007
2004-2003 Oldsmobile Bravada
2007 Chevrolet Light Truck Colorado
2007 GMC Light Truck Canyon
2007 Hummer H3
2007-2003 Buick Rainier
2007-2003 Chevrolet Light Truck Trailblazer
2007-2003 GMC Light Truck Envoy
07-05 Pontiac Grand Prix
2007-2005 Saab 9-7
2007-2006 Chevrolet Impala

S20009
2007 Saturn Aura
2009 Saturn Vue
2009,2010 Buick Lucerne
2009,2010 Chevrolet Impala
2009-2006 Chevrolet Light Truck Uplander
2009-2006 Pontiac Montana
2009-2006,2010 Chevrolet Malibu / Malibu Maxx
2009-2006,2010 Pontiac G6
2009-2007 Chevrolet Light Truck Equinox
2009-2007 Pontiac Torrent

S20010
2001-1999 Cadillac Catera
2004-2003 Cadillac CTS

S20011
2002 Chevrolet Light Truck Trailblazer
2002 GMC Light Truck Envoy
2002 Oldsmobile Bravada

S20012
2008-2005 Pontiac Grand Prix
2008-2006 Buick Lucerne
2009-2005 Buick LaCrosse

S20013
2007 Chevrolet Light Truck Colorado
2007 GMC Light Truck Canyon
2007-2004 Saturn Ion
2007-2005 Chevrolet Cobalt

S20014
2006-2003 Chevrolet Light Truck Suburban / Fullsize Blazer / Tahoe
2006-2003 GMC Light Truck Suburban / Fullsize Jimmy / Yukon
2007-2003 Chevrolet Light Truck Fullsize Pickup
2007-2003 GMC Light Truck Fullsize Pickup

S20015
2009-2008,2010 Chevrolet Light Truck HHR
2009-2008,2010 Chevrolet Malibu / Malibu Maxx
2010 Chevrolet Light Truck Equinox
2010 GMC Light Truck Terrain

S20016
2008-2007 Chevrolet Malibu / Malibu Maxx
2009-2007 Pontiac G5
2009-2007,2010 Chevrolet Cobalt
2009-2007,2010 Chevrolet Light Truck HHR

S20017
2009-2007 Saturn Outlook
2009-2007 Saturn Vue
2009-2007 Suzuki XL-7
2009-2007,2010 GMC Light Truck Acadia
2009-2008 Chevrolet Light Truck Equinox
2009-2008 Pontiac Torrent
2009-2008,2010 Buick Enclave
2010 Buick LaCrosse

S20018
2009-2007,2010 Cadillac SRX
2009-2008,2010 Cadillac CTS
2009-2008,2010 Cadillac STS
2010 Buick LaCrosse
2010 Chevrolet Camaro
2010 Chevrolet Light Truck Equinox
2010 GMC Light Truck Terrain

S20019
2009 Chevrolet Light Truck Avalanche
2009 Chevrolet Light Truck Suburban / Fullsize Blazer / Tahoe
2009 GMC Light Truck G Series Fullsize Van / Savana
2009 GMC Light Truck Suburban / Fullsize Jimmy / Yukon
2009 Hummer H2
2009-2010 Cadillac Escalade
2009-2010 Chevrolet Corvette
2009-2010 Chevrolet Light Truck Colorado
2009-2010 Chevrolet Light Truck Fullsize Pickup
2009-2010 Chevrolet Light Truck G Series Fullsize Van / Express
2009-2010 GMC Light Truck Canyon
2009-2010 GMC Light Truck Fullsize Pickup

S20020
2009-2010 Ford Crown Victoria
2009-2010 Ford Light Truck E Series Fullsize Van
2009-2010 Ford Mustang
2009-2010 Lincoln Town Car
2009-2010 Mercury Grand Marquis

S20021
2009-2010 Ford Light Truck E Series Fullsize Van
2009-2008 Ford Mustang

S20022
2008-2006 Ford Light Truck Explorer / Sport / Sport Trac
2008-2006 Mercury Mountaineer

S20023
2005-2004 Ford Light Truck Explorer / Sport / Sport Trac
2005-2004 Mercury Mountaineer

S20024
2006-2003 Chevrolet Light Truck G Series Fullsize Van / Express
2006-2003 GMC Light Truck G Series Fullsize Van / Savana

S20025
2007-2005 Ford Five Hundred,
2007-2005 Ford Light Truck Freestyle
2007-2005 Mercury Montego

S20026
2009-2006 Ford Fusion
2009-2006 Mercury Milan

S20027
2010 Ford Light Truck Transit Connect

S20028
2006 Lincoln Zephyr
2009-2006 Ford Fusion
2009-2006 Mercury Milan

S20030
2002-2001 Chevrolet Light Truck Fullsize Pickup
2002-2001 Chevrolet Light Truck G Series Fullsize Van / Express
2002-2001 GMC Light Truck Fullsize Pickup
2002-2001 GMC Light Truck G Series Fullsize Van / Savana
1999-1998 Chevrolet Light Truck P Series Van
1999-1998 GMCLight Truck P Series Van

S20031
2004-2000 Chevrolet Corvette
2005-2004 Cadillac CTS

S20032
2002 Cadillac Escalade
2002 Chevrolet Light Truck Avalanche
2002-2000 Chevrolet Light Truck Fullsize Pickup
2002-2000 GMC Light Truck Fullsize Pickup

S20034
2008-2005 Pontiac Vibe

S20035
2004 Pontiac Grand Prix

S20036
2002-1999 Chevrolet Camaro
2002-1999 Pontiac Firebird

S20038
2009-2005,2010 Ford Mustang


How To Diagnose/Fix/Repair/Remove/Replace Hummer Air Ride Suspension Components: Suspension Compressor, Air Bag(s)/Shock(s), Coil Spring Conversion Kit

Vehicles Affected:  2003-2009 Hummer H2 w/ Rear Air Suspension System

Tools Needed: Basic Hand Tools

Parts Needed: Air Suspension To Coil Spring Conversion Kit or Air Suspension Bags/Compressor & Components

Problem: The 2003-2009 Hummer H2 had an option from the factory to get a standard coil spring suspension or an air ride suspension. The air ride suspension is an awesome feature to have when it is brand new, however, over time the system can need repairs that can easily add up into the thousands of dollars. The vehicle owner really needs to know all of the possible costs involved with the normal & continuous degradation of an air suspension system. The air ride suspension consists of these parts:

Air Suspension Compressor/Dryer/Valve Body Assembly

Air Suspension Control Module (also called Air suspension brain or computer)

Air Suspension Air Bags/Springs (the proper term is air spring)

Air Ride Height Sensors/Air Ride Control Relays/Ride Height Switch – Not Available In The Aftermarket At The Time Of This Article, Consult Your Hummer/GM dealers for pricing (Order by your VIN)

The purpose of the air suspension components are to keep the vehicle visually level & to maintain a proper ride height when the vehicle is loaded or unloaded. This maintains the alignment and prevents premature tire wear. Note: Many Hummer owners switch the OE wheels to oversize wheels such as 24″ wheels, This can change the geometry of the vehicle alignment and can result in un-even tire wear.

Fergies Hummer H2

Fergie's Hummer H2 With 24 Inch Wheels & AIr Suspension

Here is a picture of Fergie’s Hummer H2 that she sold on eBay, Fergie we love you and please let us use your picture without any money as we are poor poor poor and eventually your air ride will need some repairs.

So here is what you want to read if you are deciding to convert it to a standard coil spring suspension or repair the air ride suspension. First of all, if you are reading this then most likely the rear end of your hummer is sagging or it is at the dealer and you just got the estimate to repair it. In either case the air ride suspension usually starts out with a leaking air spring or a burned out compressor. A leaking air spring is not a big deal, however consider this: Once your air bag starts leaking, it makes the air suspension compressor run longer and come on more often then it was designed for. This will shorten the life of the air suspension compressor and the absolute worst thing that can happen is you pay $200-$300 to replace one of the air springs, If you replace both air springs, then you are probably around $500. The shop calls and says it is done, you go to pick it up and see the rear-end is back up like it is suppose to, you are happy, you pay, and you leave. Everything is fine and dandy for a few months and then all of a sudden you come out to find the rear-end sagging again. You take it back to the shop thinking and hoping a small problem happened and they will get it fixed up for you and it might not cost you anything. Then you get the dreaded phone call that you air suspension compressor is burned out. The next sentence is the compressor is $2500.00 and the labor is, blah, blah, blah. At this point you are caught off guard and puzzled over the insane cost to fix this. You are thinking why did the shop not see this 3 or 5 or 8 months ago when they replaced my air springs. Well the simple answer is they cannot tell unless they take apart the compressor and do an internal inspection and unless you are willing to pay the labor to do this, well it just is not getting done. Also most shops are trained to repair the vehicle back to OE original design so they are doing what they are suppose to do and probably will not even offer the conversion kit unless you bring it up. This is why the vehicle owner should fully understand the entire system before deciding how to repair it.

So you have 2 options, 1. Spend lots of money and repair the air suspension, or

2. Convert the darn thing over to a very easy, very in-expensive, MADE IN THE USA, conversion kit that many people can install themselves if you so dare.

Here are instructions for both, Starting with the conversion kit that we strongly recommend:

CONVERSION KIT INSTALLATION INSTRUCTIONS:

1. Raise and support the vehicle properly and safely according to a GM repair manual or owners manual (We have to say it like that so in-case you drop the car off of the lift, we are not liable, we are just trying to help you)

2. Remove the rear wheels from the vehicle and set aside

3. Look at the center of the rear axle and you will see the air suspension compressor assembly behind it. It will look like the image below:    Note: The image below is a dual compressor assembly found on 2005-2007 H2 models, If you have a 2003-2004 H2, you may have the older single compressor, Read our repair instructions farther down this post for more info on the different compressors.

Actual Image Of A Brand New Air Suspension Dual Compressor Assembly

4. Remove the compressor assembly form the vehicle. First remove the air lines. If you have a proper scan tool, you can use it to depressurize the bags, If you do not, then use caution with the next step. Do not let the air shoot right into your face to avoid hurting yourself. These are quick disconnects and all you do is push in on the line until the fitting goes in, then pull the line itself out of the fitting while keeping the fitting pressed in. Play with it a few times and you will see how it works, these come right out and if done properly, very little force is needed. Then disconnect the control module or brain, this is a large plastic connector that simply unplugs, some models will have a small clip keeping the connector attached. Once you have the wiring and air lines disconnected, next unbolt the assembly form the vehicle and set aside. You will not be putting the compressor back into the vehicle if you are converting it. Also by unplugging the compressor control module, you are de-activating the suspension light on the dashboard.

5. Now go to the air springs and disconnect the air lines form the springs/bags using the same quick disconnect procedure above (push in on the fitting and then pull the line out)

6. It is safest to lower the vehicle down until the rear axle tube is about a foot off of the ground (The front wheels are still bolted to the vehicle, so if you lower it until the front wheels almost touch the ground and use a floor jack to jack up the rear axle tube to take the load off of the shock absorbers. Then unbolt the bottom bolt from the shock absorbers and slide the shocks away from the rear axle. The air springs/bags are held into place by simple clips and the shock absorber keeps the air spring from extending out too much as it can only extend out as far as the shock extends.

7. Time to remove the air springs/bags form the vehicle. The air bags are snapped into place at the bottom and the top is a turn & lock clip design. Look closely at the top of the air spring and you can see the clip, The air bags should be empty now since you disconnected the airlines. You can push down on the top clip and grab the bladder of the air spring and try and turn it by hand. These are not bolted in and you have to turn the air spring to unlock it form the clip. To release it, simply rotate the top and pull down. Here is a sketched image exploded view of the air spring:

Exploded View Of The Air Spring Bag On Hummer H2

8. The bottom of the air bag is snapped into place also, You can use a long flat head screw driver to pop it off of the clip. Remove the air springs and do what you want with them, they will not be re-used.

9. Time to install the nice new reliable and low cost steel coil springs. We are also proud to say these are manufactured right here in the USA, that is a rare thing and we strongly promote any US manufactured products. OK, Take the coil springs out of the box and look at them closely. They will have a label on them for left or right. Left is the driver side of the vehicle and right is the passenger side. Install the coil springs with the tighter wound coils on the bottom or in other words the end where the coils are closer together. (The manufacturer has changed the design on these springs a few times, look at the instructions included with the springs if it is confusing. One of the designs is both springs are identical and others their is a left & right. The kits we have at the time of writing this article came directly from General Motors and their is a right and a left.)

Exploded View Of Coil Spring Installed In Place Of The Air Spring Bag

10. With the shocks still unbolted, fit one side of the coil spring into place. You will see the spring sits onto a pre-made mount for the bottom that is exactly where the air spring was located, the top of the spring also fits into a spring seat. You will need to jack up the floor jack to get the spring to stay into place, At this point you can slide the shock bolt back into place to hold the coil spring in place. YES THIS IS DESIGNED THIS WAY BY GM AND IS PERFECTLY NORMAL. Their is nothing holding the spring into place except the spring seats and the shock absorber being bolted into place. DO this same process for the other spring and once you have the shock bolts into place and make sure the springs are seated properly, then tighten up the shock bolt & nut to 70 ft/lbs.

11. Re-install the wheels and safely remove the vehicle from the lift. Take it on a test drive and feel your new suspension. NOTE: It can take several days to weeks for the springs to finally settle. If you are planning to align the vehicle for normal maintenance, then wait until the springs have settled to avoid a faulty alignment. It is always a good idea to have an alignment checked after any major suspension work.

SUSPENSION COMPRESSOR/CONTROL MODULE/AIR SPRING INSTRUCTIONS

A thorough visual inspection & diagnosis is the absolute first thing that should be done when attempting to fix the air suspension system. Inspecting the system is done to access the overall condition of all the components. Many times an air bag is failed and the dealer or shop says ok its only $300-$400 to fix, you replace the leaking air spring and a few months later the compressor burns out, now it is $2500 to put in a new compressor. The vehicle owner must completely understand all the possible costs involved with a full and long-term proper repair. This is where many Hummer H2 owners decide to convert the suspension to a standard coil spring suspension. If you proceed with repairing the air ride, here is a summary of the instructions, Diagnosing the system is left out as that is very lengthy and would easily be 5-10 pages worth of typing. Also diagnosing this system is not really something a do-it-yourself-er can or should be doing as a bi-directional scan tool, proper DVOM (Digital Volt/Ohm Meter), & wiring schematics are really needed.

1. Identify the type of compressor you have, Typically if you have a 2003-2004 H2, then you probably have a single compressor assembly mounted behind the rear axle. If you have a 2005 -2007 H2, then you have a dual compressor assembly mounted behind the rear axle. If you have a 2008-2011 H2, then you also have a dual compressor mounted behind the rear axle, however it is a different part number then the 2005-2007 models.

2. Now that you know which compressor you have, you can start to figure out what to buy to replace it, General Motors discontinued the single compressor and now requires the 2003-2004 models to be upgraded to the dual compressor setup when a replacement is needed. GM introduced an airline kit that is needed to upgrade the single compressor to the dual compressor. If you need technical support figuring out how which compressor you need, you can call our tech support number at 1-866-770-2771. For all the 2003-2011 models, GM now only offers the complete Dual Compressor assembly. So if you have a single compressor from the 2003-2004 models, you will also need to buy the air line kit. Also assuming you have properly diagnosed the vehicle, you need to consider replacing the control module if it does not come with the particular compressor you are buying. Are you confused yet? The compressor assemblies are called assemblies because they also have the dryer’s, valve bodies, switches, and control module all mounted on one large steel plate, Depending on how or who you buy the compressor from, it may have a control module or may not. Most do not and you will be hit with another $400 if you have to buy a control module.

3. You may also need the Air Spring Bags themselves, another $180-$200 each

4. Hopefully you have the parts you need to proceed and here comes the fun part. First of all, all the factory GM repair manuals for this repair are written for a professional technician that understands wiring schematics and proper repair procedures.

5. Many of the following procedures are really best done the way GM says they should be done, Altering or not using a scan tool to do these repairs can cause unknown and/or difficult to diagnose unintended  problems. If you read the instructions above on how to remove the compressor, then it is basically the same except when you put the new compressor into place and get it all connected, their are some procedures that really must be done with a scanner. These procedures are as follows:

a. Trim Height Calibration Procedure – With Scan tool in hand and connected, go to the air suspension section and under “Special Functions” you can find the calibration procedure, follow the instruction within the scan tool.

b. Air Pressure Pressurization Procedure – Located in the scan tool under “Special Functions”

c. Verify original trouble codes have bee repaired and cycle through the scan tool procedures to make sure all other components are working properly, During the initial diagnostic procedure, it is possible to not realize other failed components unless they set diagnostic trouble codes initially. If for instance your compressor failed, you go ahead and replace it and then you have a new trouble code for a level control sensor or worse a Suspension Control Module(suspension computer or brain). Most of the time a failed Suspension Control Module is found during the initial diagnosis, however if your compressor is failed, then you can not properly test the full functionality of the system  or control module until you put a compressor in it and try to restart the pressurization procedure. In other words, other problem parts are hidden and not able to be diagnosed from the beginning if you cannot get air into the system to check. The vehicle will go through its own process to set the proper ride height after a new compressor or air bags are installed. Hence this is when you discover another part needed that was not able to be identified during the initial diagnosis. This is the reason we say near the beginning of the article that the vehicle owner really needs to know all of the possible costs involved with the normal & continuous degradation of an air suspension system.

 

Taking a break, more to come soon…………………..


EGR Problem? What does the EGR System do? How to fix, repair the most common failures of the EGR System. Replacing the EGR Solenoid and Transducer on Chrysler, Dodge, Plymouth, Eagle, Jeep, GMC and Mitsubishi vehicles.

What does the EGR system do?  The function of the EGR system is to reduce oxides of nitrogen (NOX) in exhaust emissions, reduces cylinder combustion temperatures and helps prevent spark knock. The EGR system allows a predetermind amount of exhaust gas to recirculate and dilute the incoming air/fuel mixture to reduce peak temperatures during combustion.

When is the EGR system needed? The amount of emissions NOx produced at low engine speeds is very small, and is not needed at idle. It is also not needed during wide-open throttle driving, to achieve efficient acceleration. Recirculation is required during cruising and non-wide-open acceleration at speeds between 30 to 70 mph, when NOx formation is highest.

The EGR system consist of a EGR Valve, EGR solenoid, EGR backpressure transducer, signal tube and hoses. The solenoid operation is controlled by Powertrain Control Module (PCM) and the EGR backpressure transducer operation is controlled by the exhaust system backpressure.

Most faluires of the EGR systems are due to the transducer and solenoid. TechSmart™  manufactured by SMP, now offers a quicker and more cost effective solution for replacing just the fualty transducer and solenoid, perfectly matching the OEM EGR valve specifications.

EGR System- Solenoid,Valve and Transducer

G28001 – 2000 Chrysler Voyager / Grand Voyager | 2000-1996 Chrysler Town & Country | 2000-1996 Dodge Light Truck Caravan / Grand Caravan | 2000-1996 Plymouth Voyager / Grand Voyager

G28002 – 1993-1990 Chrysler Imperial | 1993-1990 Chrysler New Yorker | 1993-1990 Dodge Dynasty | 1993-1991 Chrysler Dynasty | 1994 Chrysler Intrepid | 1995-1990 Chrysler Town & Country | 1995-1990 Dodge Light Truck Caravan / Grand Caravan | 1995-1990 Plymouth Voyager / Grand Voyager | 1995,1993 Chrysler Intrepid | 1995-1993 Chrysler Concorde | 1995-1993 Dodge Intrepid | 1995-1993 Eagle Vision | 1999-1996 Dodge Neon | 1999-1996 Plymouth Neon

G28003 – 1993 Jeep Grand Wagoneer | 1996-1992 Dodge Light Truck Dakota | 1996-1992 Dodge Light Truck Pickup – Fullsize / Ramcharger | 1996-1992 Dodge Light Truck Van – Fullsize | 1996-1993 Jeep Grand Cherokee

G28004 – 2000-1995 Chrysler Cirrus | 2000-1995 Dodge Stratus | 2000-1996 Chrysler Sebring

G28005 – 2002-2001 Chrysler Town & Country | 2002-2001 Chrysler Voyager / Grand Voyager | 2002-2001 Dodge Light Truck Caravan / Grand Caravan

G28006 – 1996-1995 Chrysler New Yorker | 1997-1995 Chrysler Concorde | 1997-1995 Chrysler Intrepid | 1997-1995 Chrysler LHS | 1997-1995 Dodge Intrepid | 1997-1995 Eagle Vision

G28007 – 2000 Chrysler Voyager / Grand Voyager | 2000-1996 Dodge Light Truck Caravan / Grand Caravan | 2000-1996 Plymouth Voyager / Grand Voyager

G28008 – 2000,1997 Chrysler Cirrus | 2000-1997 Dodge Stratus | 2000-1997 Plymouth Breeze | 1998-1997 Chrysler Sebring

G28009 – 1986 GMC Light Truck G Series Fullsize Van / Savana | 1996-1992 Dodge Light Truck Dakota | 1996-1992 Dodge Light Truck Pickup – Fullsize / Ramcharger | 1996-1992 Dodge Light Truck Van – Fullsize

G28010 – 2002-2001 Chrysler PT Cruiser

G28011 – 1997-1995 Chrysler Sebring | 1997-1995 Dodge Avenger

G28012 – 1989 Dodge Lancer | 1990 Dodge Light Truck Caravan / Grand Caravan | 1990 Plymouth Voyager / Grand Voyager | 1991-1989 Chrysler Daytona | 1991-1989 Chrysler LeBaron | 1991-1989 Dodge Daytona | 1991-1989 Dodge Shadow | 1991-1989 Dodge Spirit | 1991-1989 Plymouth Acclaim | 1991-1989 Plymouth Sundance

G28013 – 1998-1995 Eagle Talon | 1999-1995 Chrysler Sebring | 1999-1995 Dodge Avenger | 1999-1995 Mitsubishi Eclipse

G28014 – 1989-1988 Dodge Light Truck Pickup – Fullsize / Ramcharger | 1989-1988 Dodge Light Truck Van – Fullsize

G28015 – 2000-1998 Chrysler Sebring | 2000-1998 Dodge Avenger

G28016 – 1997-1996 Dodge Stratus | 1997-1996 Plymouth Breeze

G28017 – 2000-1999 Plymouth Voyager / Grand Voyager | 2002-2000 Chrysler Voyager / Grand Voyager | 2002-1999 Dodge Light Truck Caravan / Grand Caravan

G28018– 1992 Chrysler Dynasty | 1993-1992 Chrysler Daytona | 1993-1992 Chrysler LeBaron | 1993-1992 Dodge Daytona | 1993-1992 Dodge Dynasty | 1994-1992 Dodge Shadow | 1994-1992 Plymouth Sundance | 1995-1992 Dodge Spirit | 1995-1992 Dodge Light Truck Caravan / Grand Caravan | 1995-1992 Plymouth Acclaim | 1995-1992 Plymouth Voyager / Grand Voyager

G28019 – 1995 Dodge Neon | 1995 Plymouth Neon

G28020 – 2000 Chrysler Cirrus | 2000-1997 Dodge Stratus | 2000-1997 Plymouth Breeze

G28021 – 1996 Chrysler Sebring | 1996-1995 Chrysler Cirrus | 1996-1995 Dodge Stratus

G28022 – 1995,1993 Chrysler Intrepid | 1995-1993 Chrysler Concorde | 1995-1993 Dodge Intrepid | 1995-1993 Eagle Vision

G28023 – 1996 Chrysler Concorde | 1997-1996 Chrysler Intrepid | 1997-1996 Dodge Intrepid | 1997-1996 Eagle Vision

G28024 – 1994 Chrysler LHS | 1994 Chrysler New Yorker | 1994-1993 Chrysler Concorde | 1994-1993 Chrysler Intrepid | 1994-1993 Dodge Intrepid | 1994-1993 Eagle Vision

G28025 – 1996-1994 Dodge Light Truck Pickup – Fullsize / Ramcharger


How To Diagnose, Repair, Remove & Replace A Front Intermediate Shaft Bearing Assembly aka Front Axle Disconnect Assembly On A Chevy Trailblazer, GMC Envoy, Olds Bravada, Buick Rainier, Or Saab 9-7x

Well here is another part that is very common to fail with a bunch of different names to confuse you and us:

1. Front Differential Axle Disconnect Assembly (Most Normal People Call It This)

2. Intermediate Shaft Bearing Assembly (GM Dealers Call It This)

3. Splined Disconnect or Gear Pods

In lamans terms, this part basically disconnects or disengages the front drive axle when the driver switches from 4WD to RWD or 2-Wheel Drive. Their are 2 different versions of front differentials on these vehicles, One is called S4WD (Selectable 4-Wheel Drive) & A4WD (Automatic 4-Wheel Drive). The S4WD differential contains both an actuator & the axle disconnect. For our article, we will call it the FRONT AXLE DISCONNECT ASSEMBLY for the S4wd models and INTERMEDIATE SHAFT BEARING ASSEMBLY for the A4wd models, more info as you read.

Parts Involved: Image 1 is the Front Axle Disconnect (2 Versions GM Part #:15884292 or 15884291), Image 2 is the Front Differential Actuator (GM Part #: 12471631) which engages the front axles. Purchase both parts together here

front_axle_disconnect_Intermediate_shaft_bearing_housing_assembly

front differential axle actuator

Here is information about the 2 different front drive axle(s), courtesy of General Motors:

S4WD- Selectable Four Wheel Drive Axle Description & Operation:

The image below shows the actuator (top) and how it bolts to the disconnect assembly(bottom)

Exploded view of axle actuator and the axle disconnect

The front drive axle on the S4wd or Selectable 4-Wheel Drive differentials use a disconnect mounted right next to the passenger side CV axle and oil pan. Their is both an actuator that is used to engage the front axles when 4WD is enabled & a disconnect assembly that is used to disengage the front axles when switched back to 2WD or Rear Wheel Drive.

Explode view of transfer case and axle disconnect with 4wd actuator

In the exploded view above,  the yellow box is the components of the 4WD axle disconnect assembly and the green box is the axle actuator. These parts are sold separately and if you are replacing the disconnect assembly, you should also strongly consider replacing the actuator as it must be removed to install the new disconnect assembly. The red box is the front differential.

When the driver switches to 4-Wheel Drive, the TCCM(Transfer Case Control Module or 4WD computer) sends a signal to the electric actuator mounted on the disconnect and it energizes a plunger to extend out and push the clutch fork and clutch fork sleeve out to engage the drive axles. This engages 2 gears inside the differential and makes the front differential act very similar to a non locking rear differential or in other words a semi-floating axle used on RWD cars for years. This is done because a traditional ring & pinion gear set is used to transmit the driving force from the engine and transfer case to the front differential. This type of front differential allows for the turning of the front wheels so each wheel can spin at different speeds during a turn and still use the power generated from the engine. This prevents your tires from being dragged across the pavement during a turn and more importantly prevents the internal gears from being damaged. The front drive axles are also CV axles and allow for turning also and absorbs much of the turning force.

A4WD- Automatic Four Wheel Drive Axle Description & Operation:

This part of the article we will call the front axle disconnect, the proper GM name of Intermediate Shaft Bearing Housing Assembly as this system, the name actually makes sense. This is because the differential intermediate shaft slides through the Intermediate Shaft Bearing Housing and rides on bearings inside the assembly. In fact bearing failure inside the housing is one of the biggest causes of replacement. Once the bearings start to fail, they will make noise and these noises are a symptom of the housing needing replacement. The A4wd front differentials are similar but they do not have an electric actuator and they do not actually use the disconnect assembly to disengage the 4WD. This is also one way for you to determine which system you have. If you look under the vehicle where the inner passenger side CV axle connects to the front differential, you will see the axle disconnect assembly. If a black plastic unit is attached to it, then you have the S4wd (selectable) and if you do not have it, then you have the A4wd(automatic). The image below shows the electronic actuator and the intermediate bearing assembly outlined in red.

actual image of a front axle disconnect with axle actuator for S4wd

The A4WD models uses the same differential carrier assembly, however the Intermediate Axle Bearing Housing Assembly is slightly different. The clutch fork, clutch fork sleeve, and gears have been replaced with a single splined sleeve that connects the right side drive axle to the inner axle shaft directly. This allows the passenger side CV axle to be directly connected to the intermediate axle shaft inside the differential. If the transfer case is activated by the PCM, then the clutch assembly within the transfer case controls the amount of torque applied to the front differential.

Ok, So now we know what these parts are and how they work. Next is the symptoms associated with a failed or failing Front Axle Disconnect/Intermediate Shaft Bearing Housing Assembly

Symptoms:

1. Their is usually NOT a trouble code set set when these fail so a check engine or 4wd light may not even illuminate on the dash

2. The vehicle fails to engage into 2WD, 4WD, or AWD

3. Noise – A rattle in the front end is noticeable at lower speeds and no external components of the suspension or steering have play or damage

4.  Excessive play in the axle shaft connection inside the axle disconnect.

Remove & Replace Instructions:

1. Raise & support the vehicle properly, remove the passenger front wheel, splash shield, & then remove the passenger front CV axle.

2. On S4WD models, remove the electric axle actuator from the axle disconnect assembly by removing the 2 bolts and electrical connector. This part is also very common to fail, If this part has not yet been replaced, then we strongly recommend replacing it now or at a minimum test it. If you think about it, the axle actuator has gone through just as many cycles as the disconnect and if the disconnect failed, well then the axle actuator is probably right behind it.We have seen it over and over in our shop, not this exact part but parts similar to this, Think about the labor you are already doing and if it were my vehicle I would be replacing the actuator at the same time. If you have A4WD, then you can skip this step as you do not have this actuator on your vehicle.

3. Remove the wire harness clip located on the axle disconnect.

4. Remove the 4 bolts attaching the axle disconnect from the front differential. The images below show both systems:

A4WD system showing 4 bolts to remove assembly

S4WD showing removal of actuator and disconnect assembly

4. Remove the old disconnect assembly

5. Remove the new part from the box and remove the protective plastic plugs inside of each seal.

6. The new units are pre-greased internally from the factory, however just like most any seal, it is a good idea to apply a small amount of lube along the lip of each seal with your finger. This prevents the seals form being damaged when the metals shafts slide through them during installation.

7. Install the new unit and make sure it is flush to the oil pan.

8. Tighten the 4 axle disconnect attaching bolts to the differential to 35 foot lbs.
9. On S4wd electric shift models, clean the actuator on the point where actuator meets the internal shift fork of the new disconnect unit. Install the actuator, Tighten the 2 bolts of the electric actuator to the axle disconnect to 53 Inch Pounds

10. Reinstall the remainder of the items in the reverse order.

IMPORTANT NOTES:  Do not nick or cut the inboard oil pan inner shaft seal!!     Also the axle disconnect must fit flush against the oil pan in order for the inner axle shaft to line properly!!


Ford Vechicles with repeated false EGR codes, due to Delta Pressure Feedback of EGR (DPFE) Hose having vacuum leak

Ford vehicles with Pressure Feedback EGR Sensors (PFE) or Differential Pressure Feedback EGR Sensor (DPFE), may experience repeated false codes for the EGR system. This condition may be due to a hose problem, this hose is subject to high temperatures (melting) and carbon debris blockage.

Other than a repeated check engine light, some driveability conditions that may be experienced include engine bucking (surging) during initial off-idle acceleration or cruising and may become as bad as engine stalling during deceleration.

This TechSmart™ kit is a real problem solver featuring an extra heavy-duty hi-temp design to handle the pressure that ordinary hoses cannot.

DPFE hose kit M40001

Delta Pressure Feedback of EGR (DPFE)  part # M40001

2000-1995 Lincoln Town Car
2000-1998 Ford Contour
2000-1998 Mercury Grand Marquis
2000-1998 Mercury Mystique�
2000-1999, 1995-1994 Mercury Cougar
2001-1996 Ford Light Truck Explorer / Sport / Sport Trac
2001-1997 Ford Light Truck Windstar
2001-1997 Mercury Mountaineer
2002 Ford Thunderbird
2002 Lincoln Blackwood�
2002-2000 Lincoln Ls
2002-1997 Ford Escort�
2002-1998, 1995 Ford Crown Victoria
2002-1999 Lincoln Continental
2004-2003 Ford Light Truck E Series Medium Duty Van
2004-2003 Mazda Tribute
2004-2003, 2000 Ford Focus�
2004-1996 Ford Light Truck E Series Fullsize Van
2004-1996 Ford Light Truck F Series Fullsize Pickup
2004-1997 Ford Light Truck Expedition
2004-98 Lincoln Navigator�
2004-1998, 1995-1994 Ford Mustang�
2005 Lincoln Aviator�
2005-2000 Ford Light Truck Excursion
2005-2003, 2000-1998 Mercury Sable
2007-2003, 2000-1996 Ford Taurus
2007-2005 Mercury Mariner
2007-1998 Ford Light Truck Ranger
2007-1998 Mazda Pickup�
2008-2003 Ford Light Truck Escape
1994 Mercury Capri�
1996 Ford Light Truck Bronco
1999-1998 Mercury Tracer


How To Remove/Replace/Inspect/Install A Camshaft Phaser Sprocket On A Ford/Lincoln Navigator/Mercury Mountaineer For Engine Variable Valve Timing

NOTE: This repair requires extensive knowledge & experience and is probably best done by a professional  ASE certified automotive technician.

The variable valve timing (VVT) camshaft phaser is a sprocket that will alter its position in reference to commands from the PCM for variable valve timing. When this fails, the check engine light is illuminated, the vehicle may run rough, and experience a loss of power along with valve train noise.

Variable valve timing (VVT) Camshaft Phaser Sprocket

TechSmart™ Variable Valve Timing Cam Phaser  part #  S21001 

This repair should be done by a qualified technician and requires a labor time of, left side or both estimated at 10.2 hrs
Special tools required- Valve Spring Compressor OTC 303-1039 and Timing Chain Wedge OTC 303-1175

Timing chain procedures must be followed exactly or damage to valves and piston will result.
CAUTION- damage to the Phaser sprocket will occur if mishandled or used as a lifting or leveraging device.

1. Position the crankshaft pulley spoke to the 12 o’clock position and the timing mark indentation to the 1 o’clock position.

2. Remove the valve cover

3. Loosen and back-off the camshaft phaser, sprocket bolt one full turn

4. Disconnect the camshaft position sensor electrical connector, remove the hold down bolt and sensor.

note- if the camshaft lobes are note exactly positioned as shown, the crankshaft will require one full additional rotation.

Top dead center w/ lobe identifying

Right hand camshaft—-the No. 1 cylinder camshaft exhaust lobe must be coming up on the exhaust stroke. verify by noting the position of the 2 intake camshaft lobes and the exhaust lobe on the No. 1 cylinder.

Left hand camshaft— the No. 5 cylinder camshaft lobe must be coming up on the exhaust stroke. Verify by noting the position of the 2 intake camshaft lobes and the exhaust lobe on the No. 5 cylinder
5. Remove only the 3 camshaft roller followers shown in the illustration.
Caution- Do not allow the valve keepers to fall off the valve or they may drop into the cylinder. Roller Followers must be installed in their original locations. It may be necessary to push the valve down while compressing the spring.

Camshaft followers rollers and tool

After removing the three cam roller followers, rotate the crankshaft clockwise, positioning the crankshaft damper spoke to the 6 o’clock position and the timing mark indentation to the 7 o’clock position.

Crankshaft position just before removing VVT sprocket

Timing chain wedge tool
This tools must be installed square to the timing chain and the engine block. Do not remove tool at any time during servicing, if tool is removed during assembly the engine front cover must be removed to retime engine chain.

Wegde tool, scribe mark and deformed VVT

6. Scribe marks on camshaft phaser and chain, before removing camshaft.

7. Loosen camshaft bearing cap bolts in sequence. Inspect front thrust bearing cap oil metering groove for foreign debris.

bearing cap sequence

If Removing the camshaft do not allow the roller followers to move out of position. All parts removed, bearing caps and rollers need to go back in there original locations.

8. Remove the camshaft phaser.  After removing camshaft phaser sprocket, inspect the sprocket for missing or damaged roll pins.
remove the sprocket from camshaft, is the location pin deformed or damaged,  Replace.

Inspecting the Camshaft Phaser, visually inspect the camshaft phaser and sprocket for squareness. If the trigger wheel or spring is deformed or damaged, install a new camshaft phaser

Camshasft phaser identifying

When installing the new Camshaft Phaser transfer the original scribe mark to the new camshaft phaser sprocket.

9.Install the camshaft into the camshaft phaser sprocket, lining up the dowel pin and installing the sprocket bolt finger-tight

10. Install the camshaft phaser into position, verify the sprocket and timing chain scribe marks are still in alignment.

11.Lubricate and install the camshaft bearing caps. install the front position cap first, then the remaining caps, installing the bolts loosely.

12. Torque camshaft cap bolts in sequence to 89 Lb-in

13. remove the timing cam wedge tool. Rotate the crankshaft counterclockwise half turn, positioning the crankshaft damper spoke at 12 o’clock and the timing mark indentation at 1 o’clock.

verify correct camshaft position-
-Left-hand camshaft position of No. 5 cylinder intake and exhaust lobes
-Right-hand camshaft position of the No. 1 cylinder intake and exhaust camshaft lobes

14.Using the spring compressing  tool, install the 3 originally removed camshaft roller followers

15. Install the CMP sensor and torque bolt to 89 Lb-in. Connect the CMP electrical connector.

16. Use a two step torque sequence, on the Camshaft Phaser Sprocket Bolt
1. tighten to 30 lb-ft
2. tighten an additional 90 degrees
Replaces Ford part #: 3R2Z-6A257-DA
Application(s):

  • Ford Expedition 2005-2011 5.4L V8 24V
  • Ford Explorer 2006-2011 4.6L V8 24V
  • Ford Explorer Sport Trac 2007-2010 4.6L V8 24V
  • Ford F150 2004-2011 5.4L V8 24V
  • Ford F150 2009-2011 4.6L V8 24V
  • Ford F250 Super Duty 2005-2010 5.4L V8 24V
  • Ford F350 Super Duty 2005-2010 5.4L V8 24V
  • Ford F450 Super Duty 2005-2010 5.4L V8 24V
  • Ford F550 Super Duty 2005-2010 5.4L V8 24V
  • Ford Mustang 2005-2010 4.6L V8 24V
  • Lincoln Navigator 2005-2011 5.4L V8 24V
  • Mercury Mountaineer 2006-2011 4.6L V8 24V


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