What dont you like about your F150???
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From: L-town, Michigan
Originally posted by 01 XLT Sport
Heater Core Basic’s 101:
1. Water is always running through the heater core. The only way to stop the water from running through the heater core is to disconnect the hoses and by-pass it.
(snip)
3. The “heat” range or selector **** in the interior of a vehicle does NOT control how much heat is dissipated from the heater core. The heat dissipated from the heater core is solely a function completely dependant on the actual coolant temperature.
(snip)
Heater Core Basic’s 101:
1. Water is always running through the heater core. The only way to stop the water from running through the heater core is to disconnect the hoses and by-pass it.
(snip)
3. The “heat” range or selector **** in the interior of a vehicle does NOT control how much heat is dissipated from the heater core. The heat dissipated from the heater core is solely a function completely dependant on the actual coolant temperature.
(snip)
3. The heat dissipated is also a function of the mass flow rate of air across the core.
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From: L-town, Michigan
Originally posted by PSS-Mag
Notice this one is vaccum activated servo that moves the valve to open or close coolant flow as required by the Driver.
Notice this one is vaccum activated servo that moves the valve to open or close coolant flow as required by the Driver.
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Joined: Dec 2004
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From: Lost some where in the middle of the Ozark Mountains!
Originally posted by Corpsie
Vacuum controlled actuators have 2 modes On and Off. Those things only turn on when in Max A/C to maximize the cooling rate. They don't control flow beyond On and Off.
Vacuum controlled actuators have 2 modes On and Off. Those things only turn on when in Max A/C to maximize the cooling rate. They don't control flow beyond On and Off.
Originally posted by 01 XLT Sport
1. Water is always running through the heater core. The only way to stop the water from running through the heater core is to disconnect the hoses and by-pass it.
1. Water is always running through the heater core. The only way to stop the water from running through the heater core is to disconnect the hoses and by-pass it.
1. Is not true in vehicle's such as the Jaguar S-type and Lincoln LS
The Jaguar and the Lincoln as well as many others including atleast as far back as 94 Ford Cougar's employ
Automatic Controls or E.T. (Electronic Temperature) control
HVAC Certification Text book; Introduction to Automotive heating and cooling
An automatic or electronic temperature control system maintains a specific temperature automatically inside the passenger compartment. To maintain a selected temperature, heat sensors send signals to a computer unit that controls compressor, heater valve, blower, and plenum door operation. A typical electronic control system might contain a coolant temperature sensor, in-car temperature sensor, outside temperature sensor, high-side temperature switch, low-side temperature switch, low-pressure switch, vehicle speed sensor, throttle position sensor, sunload sensor, and power steering cutout switch.The control panel is found in the instrument panel at a convenient location for both driver and front-seat passenger access. Three types of control panels may be found: manual, push-button, or touch pad. All serve the same purpose. They provide operator input control for the air-conditioning and heating system. Some control panels have features that other panels do not have, such as provisions to display in-car and outside air temperature in degrees.
Provisions are made on the control panel for operator selection of an in-car temperature between 65 and 85 degrees Fahrenheit in one-degree increments. Some have an override feature that provides for a setting of either 60 or 90 degrees Fahrenheit. Either of these two settings overrides all in-car temperature control circuits to provide maximum cooling or heating conditions.
Usually, a microprocessor is located in the control head to input data to the programmer, based on operator-selected conditions. When the ignition switch is turned off, a memory circuit remembers the previous setting. These conditions are restored the next time the ignition switch is turned on. If the battery is disconnected, however, the memory circuit is cleared and must be reprogrammed.
An automatic or electronic temperature control system maintains a specific temperature automatically inside the passenger compartment. To maintain a selected temperature, heat sensors send signals to a computer unit that controls compressor, heater valve, blower, and plenum door operation. A typical electronic control system might contain a coolant temperature sensor, in-car temperature sensor, outside temperature sensor, high-side temperature switch, low-side temperature switch, low-pressure switch, vehicle speed sensor, throttle position sensor, sunload sensor, and power steering cutout switch.The control panel is found in the instrument panel at a convenient location for both driver and front-seat passenger access. Three types of control panels may be found: manual, push-button, or touch pad. All serve the same purpose. They provide operator input control for the air-conditioning and heating system. Some control panels have features that other panels do not have, such as provisions to display in-car and outside air temperature in degrees.
Provisions are made on the control panel for operator selection of an in-car temperature between 65 and 85 degrees Fahrenheit in one-degree increments. Some have an override feature that provides for a setting of either 60 or 90 degrees Fahrenheit. Either of these two settings overrides all in-car temperature control circuits to provide maximum cooling or heating conditions.
Usually, a microprocessor is located in the control head to input data to the programmer, based on operator-selected conditions. When the ignition switch is turned off, a memory circuit remembers the previous setting. These conditions are restored the next time the ignition switch is turned on. If the battery is disconnected, however, the memory circuit is cleared and must be reprogrammed.
HVAC Certification Text book; Introduction to Automotive heating and cooling
A typical automotive heater/air conditioner/case and duct system has two purposes. It is used to house the heater core and the air conditioner evaporator and to direct the selected supply air through these components into the passenger compartment of the vehicle. The supply air selected can be either fresh (outside) or recirculated air, depending upon the system mode. After the air is heated or cooled, it is delivered to the floor outlet, dash panel outlets, or the defrost outlets.
In domestic vehicles, there are two basic duct systems employed. In the stacked core reheat system the basic control is in the water valve. For maximum air the water valve is completely closed. All air enters the vehicle compartment through the heater core.
The access door, which is activated by a cable, controls only fresh or recirculated air. Recirculated air is used during maximum cold operation, the air-conditioning unit is not operative and evaporator will not be cold. The evaporator-only is used in the max air or maximum cold position. As the control level inside the car is moved, it controls the water valve by means of a vacuum or a cable to control the amount of hot water entering the heater core and the temperature of the air at the unit outlet.
The blend air reheat system is found on General Motors and Ford vehicles and some truck units with factory-controlled heater system units. During heater-only operation, the air-conditioning unit is shut off, and the evaporator performs no function in air distribution or temperature control. During maximum air or extreme cold air, the air-conditioning system operates, the evaporator is cold, the blend air door damper is completely closed. Only conditioned air enters the car.
As the control lever is moved in the vehicle from max air towards heat with the air conditioner on, the blend air door is moving. In maximum cold, it is completely shut. On maximum hot, it is completely open. The water valve on this unit is a vacuum on/off unit to regulate water flow. Normal position would be open. This type of blend air system is extremely popular and can be used with or without a water valve.
To check the proper functioning of the duct work, move the temperature control lever to see if any change occurs. If it does not, shut off the air conditioner and turn on the heater. Move the temperature control arm again to see if any change occurs. If not, check the cable and flap door connected to the temperature control lever. You might be able to reach under the dash to reconnect the cable or free a stuck flap.
If no substantial airflow is coming out of the registers, check the fuses in the blower circuit. Remove the fan switch and test it. Check the blower motor by hot-wiring it directly to the battery with jumper cables.
A typical automotive heater/air conditioner/case and duct system has two purposes. It is used to house the heater core and the air conditioner evaporator and to direct the selected supply air through these components into the passenger compartment of the vehicle. The supply air selected can be either fresh (outside) or recirculated air, depending upon the system mode. After the air is heated or cooled, it is delivered to the floor outlet, dash panel outlets, or the defrost outlets.
In domestic vehicles, there are two basic duct systems employed. In the stacked core reheat system the basic control is in the water valve. For maximum air the water valve is completely closed. All air enters the vehicle compartment through the heater core.
The access door, which is activated by a cable, controls only fresh or recirculated air. Recirculated air is used during maximum cold operation, the air-conditioning unit is not operative and evaporator will not be cold. The evaporator-only is used in the max air or maximum cold position. As the control level inside the car is moved, it controls the water valve by means of a vacuum or a cable to control the amount of hot water entering the heater core and the temperature of the air at the unit outlet.
The blend air reheat system is found on General Motors and Ford vehicles and some truck units with factory-controlled heater system units. During heater-only operation, the air-conditioning unit is shut off, and the evaporator performs no function in air distribution or temperature control. During maximum air or extreme cold air, the air-conditioning system operates, the evaporator is cold, the blend air door damper is completely closed. Only conditioned air enters the car.
As the control lever is moved in the vehicle from max air towards heat with the air conditioner on, the blend air door is moving. In maximum cold, it is completely shut. On maximum hot, it is completely open. The water valve on this unit is a vacuum on/off unit to regulate water flow. Normal position would be open. This type of blend air system is extremely popular and can be used with or without a water valve.
To check the proper functioning of the duct work, move the temperature control lever to see if any change occurs. If it does not, shut off the air conditioner and turn on the heater. Move the temperature control arm again to see if any change occurs. If not, check the cable and flap door connected to the temperature control lever. You might be able to reach under the dash to reconnect the cable or free a stuck flap.
If no substantial airflow is coming out of the registers, check the fuses in the blower circuit. Remove the fan switch and test it. Check the blower motor by hot-wiring it directly to the battery with jumper cables.
Last edited by PSS-Mag; Jan 17, 2005 at 02:31 PM.
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From: L-town, Michigan
I'm not sure why you copied all that. The Dew98 platform DEATC system uses a solenoid to control coolant flow through the core. There are plenty of times when there is no coolant flowing through the heatercore.
Senior Member
Joined: Jan 2002
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From: L-town, Michigan
I'm not sure why you copied all that. The Dew98 platform DEATC system uses a solenoid to control coolant flow through the core. There are plenty of times when there is no coolant flowing through the heatercore.
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From: Fairfax, VA
X type steering wheel....
Originally posted by Corpsie
If you're good with wiring, find a ranger steering wheel (same as the lightning). Just be careful because you can blow the airbag.
If you're good with wiring, find a ranger steering wheel (same as the lightning). Just be careful because you can blow the airbag.
SL
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Joined: Nov 2004
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From: Southwest PA
Just a PI#@Y thing but I hate that when it snows, and it does it often now here, when I open the door all of the snow falls onto the seat. This is not a problem unless I don't get in right away, then my big A@# gets cold.
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Joined: Dec 2004
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From: Lost some where in the middle of the Ozark Mountains!
Makes me mad when I reach in to start my truck to warm it up after it has snowed and the wipers are still on and they push all the snow from the windshiled into the door pockets. 
Guess thats more my own stupidity but still makes me mad! 
Guess thats more my own stupidity but still makes me mad!
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Joined: Jan 2002
Posts: 813
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From: L-town, Michigan
Re: X type steering wheel....
Originally posted by snappylips
What year Ranger wheels are you referring to?
SL
What year Ranger wheels are you referring to?
SL
http://www.mccarthyford.com/04_P2350.jpg
like that.
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Joined: Dec 2002
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From: Fairfax, VA
Re: Re: X type steering wheel....
The last Lightning I was in (which was a 2002 MY IIRC) had the exact same steering wheel as my 99 ranger.
SL
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Posts: 891
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From: Lost some where in the middle of the Ozark Mountains!
I just have not gotten that far in the design department yet...there is to many other cosmetic things that I want to do to. I will likely have one made the same as my wheels when ever I settel on a design for them that I like but forst must settle with an over all theme for the truck. As far as the factory steering wheel goes though...well it's factory! 
What else can you say. 
maybe common, run of the mill, etc.
What else can you say. maybe common, run of the mill, etc.