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The Expeditions of the same vintage had IRS as well. Wondering if they have the same rear cover as the Explorers. I'm sensing a trip to the local You Pull It in my near future.
The Expeditions of the same vintage had IRS as well. Wondering if they have the same rear cover as the Explorers. I'm sensing a trip to the local You Pull It in my near future.
Looking like I might lose that bet -- image below from the Motor Trend article testing a 2003 Expedition. Looks like an entirely different unit - perhaps the 9.75" unit. Oh well - worth a thought.
More digging - looks like both the 8.8" and the 9.75" rears were used in the Expeditions depending on year and trim. So I'll check out a few at the JY.
I bet it's more engine/drivetrain related than trim related. I remember pickups with the 4.6 had a light rear end (8.8), while those with 5.4's had the larger (9.75) rear end.
I'd describe it as being related; if you do some research on the Exp's - you'll find that often the higher end trim package (e.g. - Eddie Bauer) came with the 5.4L motor as well.
I'd describe it as being related; if you do some research on the Exp's - you'll find that often the higher end trim package (e.g. - Eddie Bauer) came with the 5.4L motor as well.
True, but the thinking is no matter which trim the 5.4 is dropped into, it WILL get the big rear axle.
Well, there’s some evidence that with awd you got 8.8’s at both ends even with the 5.4, but with rwd and the 5.4, the bigger unit. But, I know enough to look at those in the jy as well.
Reminds me of my '72 Carina. 1600 hemi (like yours) in a sedan on Celica chassis parts. It was fun! Had the trans dealer-converted to 5 speed. They used the same case, just added parts.
While this one originally came with a 2TC (1588)/4 speed, a .040"-over (actually, 1.5mm) 3TC resides in it now - 1810 raging cc's backed by the T50 5-speed.
CRC-2000 model. Completely independent from the GM systems other than the fact that it plugs into the dbw throttle and provides a piggyback for the OEM plug. I talked with them about using the GM output from the VSS (that would normally go to a GM speedo I reckon) in conjunction with the CRC-1000 model. But they were very insistent that the 1000 model only be used in an otherwise all stock GM model that simply didn't come with cruise control. Apparently there's a market for that - maybe inexpensive trucks or something. Their experience has been that if anything has been modified (any engine swaps qualify) that the 1000 model electronics are liable to not like something. So I followed their guidance, bought the CRC-2000. This unit as well as their throttle cable actuated cruise units are built by Rostra down here close to me in NC. I had a Rostra cable cruise unit in the car when it was 5.0L powered. I contacted the folks at Rostra and they confirmed I could use my existing Rostra switch to actuate the CRC-2000 unit. Works as well as the OEM cruise units in my 2015/2016 daily drivers. You can see the control switch at about 4 o'clock on the steering wheel.
Always impressed by your skills, knowledge, and execution!
I was reading one of the cruise control threads and digging into info on the CRC-2000 (name sounds like the checksum approach) that you're using. I assume the system cancels cruise operation when the clutch or brake are depressed. What does it do if you press the accelerator pedal? Will it override and speed up the vehicle? Does it cancel cruise? I'm thinking about passing situations or when makings space for cars entering the highway.
It sounds like you talked to Dakota a bit about this and concluded the VSS in the trans can't be used, is that correct? Can you elaborate on how you mounted the sensor and magnets to your driveshaft?
I didn't have a VSS in the trans at the time -- I believe the unit will take that VSS signal or one from the ECU just fine. DD or Rostra should be able to confirm that. I now DO have a VSS in the trans that tells the ECU what's going on, but the unit works so well with the magnets on the DS it's not worth it to me to make the switch.
When the brake lights illuminate, system disengages cruise. To be honest - I have no idea what it does if I de-clutch (there's no switch hooked up). And believe it or not, I've never stepped on the gas pedal with the cruise engaged. I'm a HUGE CC user -- I use it around town all the time -- and I'm just used to touching the brake pedal when I want it to dis-engage. As for making space for other cars one way or the other the unit/control stalk has a tap +/- to increase/decrease speed 1 mph at a time. Works great.
Last edited by Michael Yount; Oct 1, 2021 at 06:26 PM.
Thanks for the added info! I read their instructions and it sounds like the unit may try to rev-up the engine if there's not a clutch cancel switch when the clutch is depressed. I am trying to figure out how to install a clutch safety switch for my starter and thinking that might be useful for use as a cruise clutch cancel as well. A project for down the road!
Been a while -- not much to update....the car has been bullet proof. Just routine maintenance (fluids) for the last 5 years!!!
I've had a VERY mild vibration I've been chasing for a while. Finally crawled underneath and got a dial indicator on my $140 truck-shop-built driveshaft that's been in the car since about 2003. In the middle and at the pinion runout was about .005". But at the front end coming out of the tranny - .016". That's probably the culprit. So I'm changing the tailshaft housing bush and ordered up a new Shaftmaster aluminum driveshaft for the car. Now if the special tool I'm borrowing to remove/install the bush with the tranny in the car will just show up...I borrowed it once before; worked great (pics below). But the "new" bush I installed was actually looser and shorter than the OEM Ford/Tremec bush in the car. So I found another that's both tighter and longer. And it occurs to me that someone is likely to have a lot of fun with all the references to bush, tighter, longer, shorter, etc. Go ahead. Make my day.
Last edited by Michael Yount; Oct 1, 2021 at 06:28 PM.
