Looking for some help. I have a 1999 F350 with the V10 4x4 CC. Im doing an engine swap and have a few questions.
1. How is the cruise controlled and how does it work. Is it electronically controlled?? Looks like there are 2 cables going to the throttle. I assume one is the cruise but how does it work. Does it require any other input to function properly??
2. On the passenger fender there is a big dome cannister thing with possibly vacuum (?) lines running to it. What is this?? Maybe it controls the vacuum assisted hub lockouts??? Does it control anything else??Hopefully I can dump it.
3. On the drivers side fender there is a cylinder shaped cannister. What is it and what is it for?? Looks like it might be some type of vent for the fuel tank because their isa big hard line that runs down the frame rail back towards the fuel tank.
4. There are 2 plug in harnesses connected to the AC pump. One plug into a hard line and the other plugs into the compresssor body right behind the pulley. What do these 2 plugs do and how do they work??
I dont have a gasser superduty, but I'll give it a shot.
1. My 02 is electronic controlled
2. All my gasser fords use a coffie can as the vac system reservior. I figure it is there for a reason.
3. Should be a charcoal filter for the tank vent.
4. The connector that goes behind the pully of the AC compressor powers the AC compressor clutch. Donno bout the other one.
Adrianspeeder
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I'm back on board that '79 Ford in 1986.
Long before the sun came up, way out in the sticks.
Headlights showed a two rut road back up in the pines.
First time I heard Johnny Cash sing I Walk the Line.
Coffe can, reminds me off my vettes vacume, literly a coffe can, but at least my lights go up and down now. Id imagine thats what it is in his case
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2002 F-250 S/C Auto, 4X4, longbed, Dual Turboback Exhaust from Brighton Radiator, TS 6 position chip(Stock-Fuel7) Tymar Intake.Acetoned emblems. Boost pyro tranny C2 autometer guages with pillar mount(Follow the light)40000Miles
2004.5 Polaris 600 Sportsman. DONT FALL IN THE TRAP DEMOCRATS ARE FULL OF CRAP some call me redneck, some call me trash, some call me a true American that'll kick your... God bless the U.S.
1. the cruis control is a seperate module that has a second cable running to the throttle body. This module is usually stand-alone and uses inputs from the vehicle speed sensor (obviously) the brake on/off switch, the brake pressure sensor (the one on the master cylinder and the reason for all the F150 recalls), and the switches on the steering wheel. When you push the cruise button, the module activates and will put tension on the second cable to hold the throttle open. It is an electronic stepper motor that will increse or decrease throttle plate angle, which usually translates to about 1mph each step. That's why you can tap the coast button while the cruise is engaged and the vehicle will slow down about 1mph. Conversely, tap the resume button and it will speed up the same amount.
2. The can you are talking about is the vacuum reservoir. This is used to hold vacuum in reserve for times when you go to wide open throttle or heavy acceleration when vacuum is low. It also holds vacuum so that when you actuate something (like the a/c swith from floor to defrost) you get a crisp actuation and not a slow switch as the vacuum builds back up. You could get rid of it, but the hubs may engage more slowly and when you romp on it, the a/c will blow out the defrost vents (default position).
3. This is the vapor management valve. It has to stay there.
4. The hard line is the high pressure cut out switch. This will cut out the a/c clutch if system pressure gets to about 425psi. This switch and the low pressure switch (located on the accumulator) are wired in series with the a/c compressor clutch circuit. When you move the selector switch to a/c, max or defrost, the pcm will energise a relay and send current through the circuit. The low pressure switch is normally closed and will only open if the pressure gets to about 20psi. This prevents the evaporator from freezing up and is what causes your compressor to cycle on and off, it also will prevent the compressor from coming on if the refrigerant charge is too low. The current then flows to the high pressure switch. This switch is also normally closed and only opens when pressures exceed around 425psi. This prevents the whole a/c system from possibly blowing apart under its own pressure (although there is a pressure relief valve on the accumulator which should open around 450 to 500psi) The only time you would see this happen would be if your condenser clogs up or the fan clutch stops working. Finally the current passes through the a/c clutch coil and energises the clutch, turning the compressor. T
Clear as Mud?
Well "LITTEKEN" said it all cant say any better...
Tim
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1999.5 F-250 Lariat SD CC SRW LB Loaded V10 auto 4x2 K&N FIPK,Poweraid spacer,muffler deleted,custom seat covers,wood dash kit,tinted windows.BFGs 285s. A-Pillar gauges Tranny temp,oil pres and water temp.Hypertech PP 111 with themostat 160 deg.
ARE Custom Top W/ladder rack,Added a center seat/armrest,Clear corner lenses,TT mirrors, Rancho RS 9000X with incab remote, A work truck you can valet. NRA Life member. My Truck
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