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Banging on the tank is best done using one's head................

A moot point, but might prove important to a "builder": the early returnless fuel system did not control fuel pressure by varying pump speed. Instead, it had a relief valve built into the pump in the tank which "dumped" the excess fuel back into the tank. Pressure was controlled by a...

Replace that entire fat cable running away from the alternator to the Engine Junction Box. The conductors in it look corroded away. That cable, if you don't know it, feeds ALL the power to the vehicle when the engine is running; the battery does nothing.

Be careful with sensor-fed gauges. Their accuracy is often poor. When you walk through your Walmart store next time, look at the display of thermometers, usually in Lawn & Garden. Few dozen in a row, reading anywhere from, say, 70`F to 78`F., and they are simpler mechanisms than pressure gauge...

Which engine? Pretty sure my pan is aluminum; still waiting for it to rust............

This depends on how AdvanceTrac regulates individual axle speed, I presume. Making one axle turn slower than the other requires adequate opposing torque to overcome limited slip clutching, a process possible by using the brakes individually. I am hypothesizing here using logic, but do not really...

Turning to the RIGHT relieves some load from the RIGHT FRONT hub bearing due to the vehicle's weight heeling over to the left due to centrifugal force. Just the opposite for LEFT TURN.

The Module you speak of is circuitry built in to the PCM. See, 2004 and up have no fuel return line to the tank. Instead signals from various sensors, engine speed, load, Fuel Temperature and Pressure Sensor, allow PCM to run the FUEL PUMP at precisely the speed needed to maintain constant...

Good advice. Except when the parts you get back are off another sucker's vehicle. Large volume repair shops have barrels full of used parts awaiting scrapping. I worked in and out of a Sears Auto Center: Amazing how it's done!

Do you expect to be utilizing the inverter anywhere near capacity while driving? Better have a huge battery installed: 1000 watts fed by 12 volts equates to over 90 AMPS, more if other than sine wave output.

With initial start of 5 quarts or so of fluid, the eng is started and at idle the transmission's pump fills the torque converter. Questions about "trapped air" in it are ridiculous; since it's spinning, and is filled via the center (input) shaft, the oil "adheres" to the outside inner walls...

"I collect the oil for a waste oil burner that heats the shop, cant recycle any better than that lol."

Usually, if the pump unit with all the brake lines sprouting out of it is operational, only the box with all the wires coming out, commonly called "module", may be replaced separately.

First, your 2003 has either a 5R55W or 5R55S transmission; you failed to indicate which. They are not identical, due to gear ratios. Second, there are bound to be subtle differences in the 2007, as well as the question of whether your 2003 is the "W" variety. The 2007 can no doubt be gotten to...

Unless they are both fed by the same fuse, it would be possible to get 4X4 LOW "ON" with shift motor fuse blown.

Not likely. Both are electrical issues, the second being a shorted to ground power relay. Replacement module indicated.

In general, PCM cares not at all about the trans itself, just works with it's electronics. For "no gear" position engagement: Did this condition exist with old transmission? Did old trans engage any gear? Was Transmission Range Sensor installed properly, and adjusted? Check for presence of...

Mine bought the farm by main chip burnout. No need to replace pump and tubing, just electronics module. Did that, works, but has ABS light on due to VIN # mismatch.

For what reason? Trans. temp. is largely not controllable, unless towing heavy load, then might be reduced some if is deemed too high by "easing off".

"hardware store bolts are a mixed bag of strength and quality." This may be generally true; however if one pays attention to what's going on, very acceptable results are often waiting at the "hardware store" Our ACE store has a huge stock of threaded fasteners of all kinds, even Torx. Metrics...

Do away with the double cardan, maybe, try a jeep driveshaft?

Measure interior length available underhood, measure engine overall length, measure, measure, measure!

This is one option for changing gear ratios, not the easiest nor least labor intensive. Aside from questioning the motive (3.55 to 3.73) is a very small increase, considering the effort and cost involved. No "kit" will replace the experience needed to swap gearsets. It may include tools...

Evidently, many desire to change modify things. Encouraged by outside influence, the thought prevails that the engine makers seek to cut corners wherever possible. I was trained to be analytical; took me till age 33 to get my Engineering degree, but I believe in what those smarter than I say.

PCM schedules "fan-on, fan-off", based on engine coolant temp. climb, engine speed and load, head temperature, oil temp., etc. So, fans do not typically operate under identical conditions all the time. After buying my '94 Mustang GT, 5.0, during a day with 110` temp, I noted while driving it...

"After this change you can now use the low range that has been in your transfer case hiding all this time! " No such luck! The AWD transfer case contains NO parts functioning to provide 4X4 operation as you say. Only a viscous clutch providing power to the front wheels. There is NO 4X4 LOW...

Use disassembled cv stub end outer, no axle shaft, to secure hub and bearings to spindle, using hub shown above, which contains bearings. Old cv OK, does nothing but clamp bearings in place with the big nut.

How does excess fill "blow out" seals when normal fill does not? The vent tube relieves pressure either way, no?

On mine, and most others I've seen, the boot slipped over the ball's stud at bottom, but was CRIMPED tightly un der the ball's socket on top. Tough to duplicate but possible to make a boot which slips over the entire joint wit similar fit on ball stud.

Always glad to see an astute individual trace back to the root of the trouble, and let us know!

Perhaps you understood all along how they work, and I didn't understand that. Sorry, then. Semantics again. I recall when Gleasman got his patent in the 50s, and they were all the rage, new concept.

NO! Two relays are used to switch between 4X4 HIGH, and 4X$ LOW. They are likely contained in the Module; 2004 had no module. If new module not bad, shift motor mounted on rear of transfer case is bad, or jammed internally. It's ONLY purpose is to shift transfer case in and out of 4X4 LOW...

I am fully aware of your links. Also, be aware they loosely use the term "limited slip" out of context. If you examine the guts of torsen design, you will see the whole thing works by the fact that a WORM gear can easily drive a pinion gear, but a PINION gear cannot drive a worm gear without...

How do you figger true-trac and torsen are limited slips? Not so at all; they are helically-geared units in which either axle may turn at it's own speed, while the worm-like gears rotate free in the diff carrier, making up fov the difference in side-to-side rotational speeds. NO?

Any kind of limited slip diff is not recommended for the front. Not safe. However, I recommend strongly the True-Trac or Torsen type.

A lot of mass involved, as well as space taken up with the whole works hanging there. Added in, the t-case hangs at a ****-eyed angle. Why would you not remove it first? Easily lowered with a curb jack, or 2 strong arms. Besides, won't you opt to replace the rear main seal: source of future trouble?

What is "glittery" oil?

Yes, there is. Call them up with a scanner and delete them. Beware that in 2009 new codes were mandated by the fed called "permanent" codes, which may not be deleted easily.

Do you have trouble code(s)? W/O them, it's spearing minnows in a barrel. Is acceleration feel of the vehicle normal? The engine load and speed is added in when locking TCC. We have a 12 mile grade here on which the speed limit is 65; the TCC WILL NOT lock going up that hill, no matter what, on...

Once again, Ford engages highest gear first, 4th. in your case, then locks the TCC. If TCC is locking, you can easily determine it at speed, ~ 50 mph on level road, cruising constant speed, no hills, by LIGHTLY increasing gas pedal pressure slowly. If locked, tachometer will remain steady , as...