20 Most Recent 2007 Lincoln Navigator Ultimate 4x4 - Page 9 Questions & Answers

Go to Google and enter "2002 Lincoln Navigator fuse10". You will be able to look up everything for the electrical system by selecting the individual pages and clicking them. What you would want to do is look up all the wiring "paths" to read if a component part may be shorting this fuse. When the individual components are eliminated as problems, then it must be a shorting wire. The plug-in connector for the fuelpump should be clean now, as you just had the fuelpump replaced. What I would look for as a problem are the other wires going into the Fuelpump Relay. Only 2 wires of the 4 prongs or so will make the pump work. Could be #27 and #34. Look on internet for "jumping the fuelpump relay" on Ford products. It would help to know if the fuse breaks when the vehicle is off, or when it is running. Reason being that the mentioned fuelpump Relay has 2 or more extra terminals that connect to other devices and they could be tested. Finally, most people think about a Relay connecting the Positive(hot) wire to transfer power. The fact is, the Negative(neutral) wire is also used to route power and connect the coils inside Relays. When you get a short on a Negative wire, it can falsely activate a Relay coil to connect something. This also means that shutting off the car will not necessarily shut off the power.

Check for any stored ECM that might be related, a local checker or Auto zone can help with a code pull.

We have PLENTY of heat coming out of our defroster but our window are fogged up and won't clear. The dealer says its a bad heater core does this make sense when we have so much heat?

Kind of confusing symptom description. If it did not start, it would not move. What I am guessing is the last time it ran, it shook and barely moved the vehicle. Then it would not restart. Moving on from there, there are at least 4 things to look at. The crankshaft sensor, the Cam Phasers, the fuelpump, and now the Inertia switch. You need to check for fuel pressure to eliminate fuelpump and Inertia switch problems as the cause. A scanner needs to be attached to your vehicle for some clue to what is wrong. Also think about your last gas station and if the problems started immediately after adding fuel. Your description can mean bad fuel.

k loose or disconnected plug

year?

SECTION 204-05: Vehicle Dynamic Suspension — 4-Wheel 2003 Expedition/Navigator Workshop Manual
DESCRIPTION AND OPERATION Vehicle Dynamic Suspension The four wheel air suspension system is comprised of the following components:

• service switch
• control module
• two front height sensors
• one rear height sensor
• compressor and drier assembly (includes vent solenoid)
• air lines
• front and rear air spring and shock absorber assemblies
• four air spring solenoids

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Principles of Operation
The 4-wheel air suspension (4WAS) module commands changes in vehicle height that are necessary for both the load leveling and the vertical height adjustment features.
The 4WAS load leveling feature automatically makes adjustments in vehicle height so that the vehicle is always at trim height, and that constant front-to-rear vehicle attitudes are maintained over the load range of the vehicle. Adjustments in height that are necessary to correct height differences between the vehicle left and right sides for the 4WAS system are restricted to what can be reliably achieved with three height sensors.
The height adjustment feature has three vehicle heights within a two-inch span:
Kneel height — improves the ease of entering and exiting by lowering the vehicle one inch below the trim height in the front and rear when the vehicle ignition is in the OFF or LOCK positions and the vehicle is stationary.
Trim height — normal vehicle ride position; vehicle moves to trim position when the ignition is ON, when the transmission is initially shifted to DRIVE or REVERSE mode, when all doors are closed or when speed of more than 24 km/h (15 mph) is detected.
Off-road height — improves ground clearance by raising the vehicle one inch above trim height in the front and rear when the vehicle is at 4x4 low modes and the vehicle speed is less than 40 km/h (25 mph).
The 4WAS module uses the universal bus protocol, (UBP), module communications network for sending and receiving various signals with the exception of speed, information from the three height sensors, and the air suspension service switch. For additional information about UBP, refer to Section 418-00 .
The 4WAS system holds vehicle height when any door or rear hatch is opened. The system stores front and rear vehicle height the moment any door is detected open. The system then maintains this height regardless of the addition or removal of a load. The system returns to its commanded height when all doors are closed or vehicle speed exceeds 24 km/h (15 mph).

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Air Suspension Service Switch
The air suspension service switch signal is needed to wake up the 4WAS module. Without the module receiving this signal, the 4WAS system is inoperative at speeds below 24 km/h (15 mph) and will not react when the vehicle is raised or lowered. At speeds above 24 km/h (15 mph), the system will be active as if the air suspension service switch is in the ON position.
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Air Compressor
The air compressor:

• consists of the compressor and vent solenoid; neither are replaceable as individual items.
• is a single cylinder electric motor driven unit that provides pressurized air as required.
• is powered by a solid state relay, which is controlled by the 4WAS module.
• passes pressurized air through the compressor air drier that contains silica gel (a drying agent). Moisture is then removed from the compressor air drier when vented air passes out of the system during vent operation.
• has a single port drier that can be replaced separately.

The vent solenoid:

• allows air to escape from the system during venting actions.
• is part of the air compressor cylinder head.
• shares a common electrical connector with the air compressor motor.
• is enclosed in the cylinder head casting, which forms an integral valve housing that allows the valve tip to enter the pressurized side of the system.
• has an O-ring seal that prevents air leakage past the valve tip.
• opens when the 4WAS module determines that lowering is required.
• provides an escape route for pressurized air when system pressures exceed safe operating levels.
• has a 1034 kPa (150 psi) internal relief valve.
• is installed with the air compressor as a unit.

Air Spring
The 4WAS system has front and rear air springs. The air springs provide a varying spring rate proportional to the system's air pressure and volume. The air suspension system regulates the air pressure in each air spring by compressing and venting the system's air. Increasing air pressure (compressing) raises the vehicle; decreasing air pressure (venting) lowers the vehicle. Vehicle height is maintained by the addition and removal of air in each air spring through an air spring solenoid installed in the upper spring cap and energized through the 4WAS module command.
Air Lines and Fittings
NOTE: Apply a soapy water solution to the air lines to verify the location of air leaks. If the air lines are cut, ruptured or leaking, a service repair kit is available.
Nylon air lines with quick connect fittings connect to the air compressor and air spring solenoids. The compressor assembly output line is divided by the use of a fitting to supply the front and rear air springs. Fittings are also used to divide the air supply to the RH and LH air spring solenoids.
Air Suspension Height Sensors
There are two sensors used for the front suspension and one sensor used for the rear suspension. The sensors send a voltage signal to the 4WAS module. The output ranges from approximately 4.50 volts at minimum height (when the vehicle is low or in full jounce) to 0.50 volt at maximum height (when the vehicle is high or in full rebound). The sensors have a usable range of ± 45° compared to total suspension travel of 196 mm (7.84 in) at the front wheels and 240 mm (9.6 in) at the rear wheels. Therefore, the sensors are mounted to the suspension at a point where full suspension travel at the wheel is relative to the travel at the height sensor. The front height sensors are mounted to the frame and the links are attached to the upper arm ball studs. The rear height sensor is mounted to the frame and the link is attached to the rear lower arm ball stud.
When the height sensor indicates that the vehicle is lower than trim under normal driving conditions, the air compressor will turn on and pump compressed air to the system. When the sensor indicates that the vehicle is raised above trim under normal driving conditions, this will cause the air to be vented from the system to lower the vehicle to its trim height level.
Compressor Relay
A solid state relay is used in the air suspension system for compressor control. The relay incorporates a custom power metal oxide semi-conductor field effect transistor (MOSFET) and ceramic hybrid circuitry. The relay switches high current loads in response to low power signals and is controlled by the logic of the 4WAS module.
The compressor solid state relay is energized by the 4WAS module to have high current flow from the battery to the compressor motor.
4-Wheel Air Suspension (4WAS) Module
NOTE: The 4WAS module must receive a ride height adjustment calibration and must pass a pneumatic test when it is installed new or swapped.
The 4-wheel air suspension (4WAS) module controls the air compressor motor (through a solid state relay), all air spring solenoids, and provides power to front and rear height sensors. The 4WAS module also controls vehicle height adjustments by monitoring the three height sensors and other universal bus protocol (UBP) signals. The 4WAS module conducts all fail-safe and diagnostic strategies, and contains self-test and communication software for testing the vehicle and related components.
The 4WAS module monitors and controls the air suspension system through a 26-pin, two-way connector. The 4WAS module is keyed so that it cannot be plugged into an incorrect harness. There are two harness hardshell connectors and each is uniquely colored and keyed to prevent reversed connections.
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• The air compressor continuously cycles with the ignition switch in the OFF position and no DTC is set

• Circuitry.
• Air suspension relay.
• 4WAS module.

My Caravan does the same thing. I have to jump it and sometimes spray a short burst of starter fluid while somebody cranks it.

Have you checked the master cylinder for leaks and around the brake booster? You may have a bad brake light switch.

Its a guess, but the rear Emergency brakes could sometimes peel off of their metal mounts and get ground into powder. This can cause noise in either or both directions of travel. The rear rotors would need to be removed to check the inner linings. Another area would be your suspension. Since most of your travel is in a forward direction, the wear in various joints is set in that direction. Backing up and using the brakes will shift some loose parts. Driveshaft U-joints can do a similar wear condition. As the u-joint buries itself into the flange of the joint all play is in one direction. When you back up, all play is reversed and any gap is heard as a clunk when the joint reverses.

there is nothing wrong with the timing chain position . Just a series of sensors that have gone outside the set parameters so if you check and change each one you will clear the faults.

needs reset at dealer..

The "cold start" sequence is controlled by a water temperature sensor. Some Models use 2 and you want the one that controls the engine and not the one that moves the temperature gauge. If this does not help and the water temperature appears normal, then your problem could be in the Control Module that receives the signal from the water sensor.

Take the Navigator to an Autozone, Advance, or Oreilys for a FREE alternator test. Could be bad Diodes. Diodes keep the current from reversing when the alternator is off. There are analyzing machines at the Dealer. These machines can connect to the 100 (approximate)pin connectors and test 100 circuits at a time. The other option is to test 1 circuit at a time. Often Relays stay connected in error when their contacts melt together. The appliances would still work because they are connected, but would drain the battery because they would never shut off. Many people do not understand Relay distribution. Because of the large electrical demands, power distribution is separated by series of Relays. Both Positive and Negative wires are used. As long as 1 charge is disconnected, current will not flow. This complicates testing because the vehicle chassis is a Negative charge and bare wires can ground and absorb a Negative charge to a wire which was intended to be off or void of any charge at all. Shorting "out" is a term when 2 different charges mix. But a Neutral wire means devoid of any charge at all.

Could be an ignition coil failing. Check transmission fluid level.

you would need to describe the noise more, but most of the time it is ball joints, creeking or metal squeeking noise. Had a good tech check your front end & look at the upper ball joints.

check bulbs