Hello F150Online Forum members. This is my first post and I want to thank you all for having me as a member. We have a 2002 F150/7700 pickup truck that apparently is quite rare. We thought about trading it off a few years ago but the local Ford dealership had never seen one, which was a tip off to hang on to it. We’ve decided to keep it forever because it’s such a jewel of a vehicle. Easily the best we’ve ever had and still only 43,000 miles. A month ago, just before the winter storms, it failed to start for the first time. It was soon encapsulated in snow and ice and is just now ready to be repaired. It’s impossible to have Ford fix it since that would be more than a thousand dollars. My main experience with auto mechanics has been with old Volkswagens back in the college days and a ‘72 Datsun pickup several decades ago. I do have quite a few mechanics tools collected over the years. I consulted another F150 site a few days ago {the first one I came to} and was advised to first diagnose the fuel pump, then the Crankshaft Position Sensor and the Camshaft Position Sensor. I bought a new fuel pump relay, but still couldn’t hear the fuel pump operate in the gas tank when turning on the key as they said I should. Sprayed some starting fluid into the intake but got no evidence of an ignition spark upon cranking for ten seconds several times. Today I bought a CPS from Advanced Auto {I feel strongly that the genuine Ford part would have been superior and won’t do that again} but after hours on the internet and looking with a flashlight for the location shown on several diagrams haven’t been able to find the CPS or even the wire that is supposed to go down to it. Various bits of advice included to loosen the tensioner and remove the AC belt, then remove three bolts and swing the AC compressor to the side in order to get the old CPS out and the new one installed. Also advised to replace the belt and the bearings in the tensioner while everything was accessible. There was conflicting advice on easing pressure on the tensioner. One guy loosened three bolts and took it off. Another used a 3/8” ratchet to pull it up and yet another said it was a ½” ratchet. One guy said to pull the wrench clockwise, the other said counter-clockwise. Does any of this stuff sound right to you guys? My worry is that since this truck is a very rare model built for extremely heavy-duty use {according to published sources an F150/7700 is basically an F250 undercarriage and drivetrain with an F150 body bolted on capable of carrying 7700 pounds in the bed} maybe the inside of the engine bay is laid-out differently than the normal F150? I’ve printed-off and compared several diagrams that supposedly show the layout but still can’t locate the general stuff that is shown. There seems to be a lot more components in my engine bay than is shown on any of the diagrams or even the pictures. Can anyone please give me some idea of how to proceed with this repair on such an unusual vehicle? My being close to seventy I guess has helped this fruitless day wear me out and I haven’t gotten a single thing done toward fixing this except reach new levels of frustration. There’s no way I can afford to have Ford do the work. Any assistance at all would be totally appreciated. Thank you in advance and we hope to hear from you. Jason and Lucy Brooks

 

No, 7700 refers to the gross vehicle weight rating. It's simply a F150 with a 10.25" semi-floating Stirling rear axle and 7 lug wheels and some other heavy duty items. It has the exact same 4.6 or 5.4 V-8 and 4R70W transmission as the lighter duty models. The earlier 7700's had the heavy duty E4OD/4R100 transmission, but not the 02's. It's definitely not a F-250 with a F-150 body, it's just a heavy duty 1/2 ton.

The 7700 replaced the F-250LD (light duty) when they redid the Superduty in 99. The F-250LD was the F-150 frame and body, beefed up like what you have.

 

7700 got thicker gauge frame as well, heavier springs, heavier front brakes


You need to use a simple spark checker before you go throwing parts at it. Might want to verify fuel pressure as well (with a gauge)

 

Thanks for your information. I have decided to have the truck towed to a reportedly good mechanic for a diagnosis of the trouble. Here's the specs I got off another Ford site regarding this Canadian-built 2002 F150/7700 through the VIN number:

7700 Lb. Plus Payload Group B (V8)
- 2970 lbs Maximum Payload
- 7700 lbs GVWR
- 5.4L EFI V8 Engine
- Larger Brakes
- 16" 7-lug Styled Steel Wheels
- LT245/75Rx16D BSW All-Season Tires
- Heavy-Duty Frame
- Heavy-Duty Shock Absorbers and Springs
- Heavy-Duty 72-Amp Hr Battery
- Radiator Upgrade
- Class III Trailer Tow Group
- Auxiliary Transmission Oil Cooler (22 plate)
- 4.10 Limited Slip Rear Axle Ratio
The door-jamb on the driver's side also shows it has the E100 heavy-duty transmission. A good truck and definitely worth fixing and keeping. I'll probably be in touch with you guys for a long time to come. Thanks for all your help.

 

If you have a 4R100 in an 02, you are very fortunate!