Specific LLS Component Questions
Thread Starter
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Senior User
Joined: Nov 2003
Posts: 467
Likes: 1
From: Where the war is...
Specific LLS Component Questions
Some questions about LLS components, any help/comment would be appreciated, thanks:
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
Fleet Mechanic
Joined: Feb 2006
Posts: 1,776
Likes: 5
From: Lorain County, Ohio
Some questions about LLS components, any help/comment would be appreciated, thanks:
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
It's unlikely that solenoids with different part numbers can be swapped. Although physically similar, they will have some seal or retention differences. They are either open (when energized) or closed (when de-energized). Their operating parameters are the same.
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
According to Ford, the orings are not servicable. In practice, however, they can be replaced. Remove the release ring then pull out the brass collet. using a pick, remove the white teflon washer and oring. The orings are a standard size available at any good parts store. I don't recall the size at the moment.
You can also replace the orings in the air dryer fittings.
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
The original compressor "should" last the life of the vehicle. Extended run time due to leaks causes the most wear on the compressor. If leaks are noted and repaired in a timely fashion, the compressor should last a long time.
The life expectancy of aftermarket remans depends on the quality of the rebuild.
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
I've never seen or heard of one failing.
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Resetting the Air Suspension will not harm any of the electronics. AFAIK, the GEM does not directly control the air suspension. There is no high Temp cutoff. Excessive run time is controlled by the "time out" feature in the AS module.
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
It depends on your definition of "affordable". A scan tool capable of accessing GEM data will start in the neighborhood of $1000.
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
For the air springs and the air portion of the shocks, time is the enemy. They have a life expectancy of about 10 years under normal conditions. As the rubber ages, the rubber starts to deteriorate and crack much like tires and rubber moldings.
Hope this helps.
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
It's unlikely that solenoids with different part numbers can be swapped. Although physically similar, they will have some seal or retention differences. They are either open (when energized) or closed (when de-energized). Their operating parameters are the same.
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
According to Ford, the orings are not servicable. In practice, however, they can be replaced. Remove the release ring then pull out the brass collet. using a pick, remove the white teflon washer and oring. The orings are a standard size available at any good parts store. I don't recall the size at the moment.
You can also replace the orings in the air dryer fittings.
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
The original compressor "should" last the life of the vehicle. Extended run time due to leaks causes the most wear on the compressor. If leaks are noted and repaired in a timely fashion, the compressor should last a long time.
The life expectancy of aftermarket remans depends on the quality of the rebuild.
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
I've never seen or heard of one failing.
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Resetting the Air Suspension will not harm any of the electronics. AFAIK, the GEM does not directly control the air suspension. There is no high Temp cutoff. Excessive run time is controlled by the "time out" feature in the AS module.
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
It depends on your definition of "affordable". A scan tool capable of accessing GEM data will start in the neighborhood of $1000.
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
For the air springs and the air portion of the shocks, time is the enemy. They have a life expectancy of about 10 years under normal conditions. As the rubber ages, the rubber starts to deteriorate and crack much like tires and rubber moldings.
Hope this helps.
Thread Starter
|
Senior User
Joined: Nov 2003
Posts: 467
Likes: 1
From: Where the war is...
Again, another awesome reply.
Many thanks, you filled in a lot of missing data for me. I can troubleshoot it from here, I think I really must just have several leaks and most probably on the air springs in back, which I can replace. I appreciate the detail below.
Some questions about LLS components, any help/comment would be appreciated, thanks:
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
It's unlikely that solenoids with different part numbers can be swapped. Although physically similar, they will have some seal or retention differences. They are either open (when energized) or closed (when de-energized). Their operating parameters are the same.
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
According to Ford, the orings are not servicable. In practice, however, they can be replaced. Remove the release ring then pull out the brass collet. using a pick, remove the white teflon washer and oring. The orings are a standard size available at any good parts store. I don't recall the size at the moment.
You can also replace the orings in the air dryer fittings.
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
The original compressor "should" last the life of the vehicle. Extended run time due to leaks causes the most wear on the compressor. If leaks are noted and repaired in a timely fashion, the compressor should last a long time.
The life expectancy of aftermarket remans depends on the quality of the rebuild.
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
I've never seen or heard of one failing.
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Resetting the Air Suspension will not harm any of the electronics. AFAIK, the GEM does not directly control the air suspension. There is no high Temp cutoff. Excessive run time is controlled by the "time out" feature in the AS module.
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
It depends on your definition of "affordable". A scan tool capable of accessing GEM data will start in the neighborhood of $1000.
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
For the air springs and the air portion of the shocks, time is the enemy. They have a life expectancy of about 10 years under normal conditions. As the rubber ages, the rubber starts to deteriorate and crack much like tires and rubber moldings.
Hope this helps.
On the following solenoids, are they essentially all the same wrt specified performance; in other words, can they be swapped out/substitued amongst each other? They all look similar and are just electric solenoid operated check valves, but do they have different operating parameters?
Front fill solenoid - p/n 1L1Z5311AA
Rear fill solendoid - p/n F50Z5311CA
Front 'biasing' solenoid - p/n (?)
It's unlikely that solenoids with different part numbers can be swapped. Although physically similar, they will have some seal or retention differences. They are either open (when energized) or closed (when de-energized). Their operating parameters are the same.
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
According to Ford, the orings are not servicable. In practice, however, they can be replaced. Remove the release ring then pull out the brass collet. using a pick, remove the white teflon washer and oring. The orings are a standard size available at any good parts store. I don't recall the size at the moment.
You can also replace the orings in the air dryer fittings.
On the air compressor, p/n 1L1Z5319AA (or equivalent aftermarket), what is the average expected life given normal driving conditions and minimal or no leaks in a typical system?
The original compressor "should" last the life of the vehicle. Extended run time due to leaks causes the most wear on the compressor. If leaks are noted and repaired in a timely fashion, the compressor should last a long time.
The life expectancy of aftermarket remans depends on the quality of the rebuild.
On the compressor switch (inside the truck), p/n F3LY5K761A, has anyone ever had one of these go bad and had to replace them?
I've never seen or heard of one failing.
For intermittent CHK SUSP lights coming on, if you reset the system (by either turning off/restarting the engine or by cycling the compressor switch), does this do any harm to the system electronics or does the GEM module have fail-safe parameters that tell the system to shut down if it sees operating parameters (ride height, etc.) not reaching or staying within specs? Is there a hi temp cut off on the compressor?
Resetting the Air Suspension will not harm any of the electronics. AFAIK, the GEM does not directly control the air suspension. There is no high Temp cutoff. Excessive run time is controlled by the "time out" feature in the AS module.
Does anybody know of a source for an affordable GEM system code reader or some easier way of obtaining just the code from the GEM? (ie not the Ford recommended type, like the NGS STAR tester.)
It depends on your definition of "affordable". A scan tool capable of accessing GEM data will start in the neighborhood of $1000.
On a related component; for the standard factory shocks on a 4x4 with LLS, how long do they usually last given light truck useage? Is it normally based on mileage or time for replacement?
For the air springs and the air portion of the shocks, time is the enemy. They have a life expectancy of about 10 years under normal conditions. As the rubber ages, the rubber starts to deteriorate and crack much like tires and rubber moldings.
Hope this helps.
Fleet Mechanic
Joined: Feb 2006
Posts: 1,776
Likes: 5
From: Lorain County, Ohio
Leaks under the fold can be tricky when they're small. During operation, the bladder can roll under itself and cover leaks when the suspension drops slightly. This gives a symptom where the suspension drops slightly from trim while parked (as opposed to dropping completely). Driving with the switch turned off will "usually" allow the spring to leak as it flexes, allowing the leaking spring to deflate.
To visually leak check the springs:
- Let the vehicle come up to trim height.
-Turn Off the suspension switch.
-Jack up the rear of the vehicle, letting the rear axle hang. This will expose the area of the bladder that is usually under the fold.
-Look for cracks and check for leaks near the bottom of the bladder in the area that's normally folded.
The front shocks can be tested in a similar manner.
Other areas that can leak are:
-Orings that seal the solenoid to the spring/shock
-Solenoid air line fittings
-Air dryer line fitting
-Air Dryer to Compressor connection.
There is also a union in the air line near the brake master cylinder that is known to fail quite often. This usually allows the entire suspension to vent completely, but I wanted to mention it. Do a search, it's been discussed many times and there have been pictures posted.
Good Luck
Fleet Mechanic
Joined: Feb 2006
Posts: 1,776
Likes: 5
From: Lorain County, Ohio
By the way,
For a lot of good information about Lincoln Air Suspension, check out the Tech Section at Lincolns OnLine - for fans of American Luxury, Speed, and Class! .
The Tech articles mainly deal with Ar Suspension on Lincoln cars, since they have has it since the early 80s. The Navigators are just getting to the age where suspension issues are common. The systems are nearly identical, though, so most of the information will apply directly to the Navigator.
For a lot of good information about Lincoln Air Suspension, check out the Tech Section at Lincolns OnLine - for fans of American Luxury, Speed, and Class! .
The Tech articles mainly deal with Ar Suspension on Lincoln cars, since they have has it since the early 80s. The Navigators are just getting to the age where suspension issues are common. The systems are nearly identical, though, so most of the information will apply directly to the Navigator.
Fleet Mechanic
Joined: Feb 2006
Posts: 1,776
Likes: 5
From: Lorain County, Ohio
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
Here's a Tech article on replacing the orings:
http://thelincolnmarkviiclub.org/doc...DryerLines.pdf
Here's a Tech article on replacing the orings:
http://thelincolnmarkviiclub.org/doc...DryerLines.pdf
Thread Starter
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Senior User
Joined: Nov 2003
Posts: 467
Likes: 1
From: Where the war is...
Careful, that site below is loaded with spyware
I've been through the previous post at the lincoln website, incredible find, it has a lot better descriptions of the LLS system, which as you say, is pretty much the same. I got better detail there on repairs and upgrades.
However, the link below (thelincolnmarkviiclub.org) doesn't work on my browser as that website is rife with spyware bots .... I'd be careful accessing that site below; my firewall caught it and did a reverse dns hit back at their server, they probably don't know their servers were hit by outside spyware, but its in there. Too bad, that article would have been another good source ... if you see the pdf file lying around for the article from a safer source, let me know. Appreciate the info, though. Thanks.
However, the link below (thelincolnmarkviiclub.org) doesn't work on my browser as that website is rife with spyware bots .... I'd be careful accessing that site below; my firewall caught it and did a reverse dns hit back at their server, they probably don't know their servers were hit by outside spyware, but its in there. Too bad, that article would have been another good source ... if you see the pdf file lying around for the article from a safer source, let me know. Appreciate the info, though. Thanks.
Also on these solenoids, can the air line retaining ring and collet (at inlet and outlet) be removed and a new o-ring replaced in these units? If so, is there a source for new o-rings available?
Here's a Tech article on replacing the orings:
http://thelincolnmarkviiclub.org/doc...DryerLines.pdf
Here's a Tech article on replacing the orings:
http://thelincolnmarkviiclub.org/doc...DryerLines.pdf
Trending Topics
Fleet Mechanic
Joined: Feb 2006
Posts: 1,776
Likes: 5
From: Lorain County, Ohio
Spyware bots??Really? Nary a peep on my end when I accessed it this morning.
I'll let the appropriate folks know.
I'll scan a copy of the pdf to make sure it's clean, then email it to you if you'd like.
I'll let the appropriate folks know.
I'll scan a copy of the pdf to make sure it's clean, then email it to you if you'd like.
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Thread Starter
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Senior User
Joined: Nov 2003
Posts: 467
Likes: 1
From: Where the war is...
If you can email it to "hotspringshouse1 (at) aol.com" that would be great! Thanks
New User
Joined: Apr 2010
Posts: 2
Likes: 0
From: Primos, Penssylvania USA
Incorrect Reporting By Trend Micro Since May 2009
...
However, the link below (thelincolnmarkviiclub.org) doesn't work on my browser as that website is rife with spyware bots .... I'd be careful accessing that site below; my firewall caught it and did a reverse dns hit back at their server, they probably don't know their servers were hit by outside spyware, but its in there. Too bad, that article would have been another good source ... if you see the pdf file lying around for the article from a safer source, let me know. Appreciate the info, though. Thanks.
However, the link below (thelincolnmarkviiclub.org) doesn't work on my browser as that website is rife with spyware bots .... I'd be careful accessing that site below; my firewall caught it and did a reverse dns hit back at their server, they probably don't know their servers were hit by outside spyware, but its in there. Too bad, that article would have been another good source ... if you see the pdf file lying around for the article from a safer source, let me know. Appreciate the info, though. Thanks.
TrendMicroSystems has been incorrectly reporting our Car Club's website as malicious as early as May of 2009 and as of yesterday, April 6, 2010, is still doing it. Their Customer Support has done little more than send form letters to us with no real action.
Quality products such as McAfee and Norton have accurately reported the site's status as a "Trusted Source".
TheLincolnMarkVIIClub.org does not contain the file ldr***** The Virustotal information posted at Virustotal. MD5: 2b9405b9de061f82efa54b4b79f93c81 a variant of Win32/Injector.DW Virus.Win32.VB.FEW!IK TR/Dropper.Gen is now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Domain List Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at https://zeustracker.abuse.ch/blockli...omainblocklist Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Database Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at MalwareURL Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org listing at hpHosts Online - Simple, Searchable & FREE! is now outdated.
If you experience anything to the contrary contact me, John "OldSchool1" Dancy at admin@thelincolnmarkviiclub.org or 610.931.6623
Thread Starter
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Senior User
Joined: Nov 2003
Posts: 467
Likes: 1
From: Where the war is...
Hello.
TrendMicroSystems has been incorrectly reporting our Car Club's website as malicious as early as May of 2009 and as of yesterday, April 6, 2010, is still doing it. Their Customer Support has done little more than send form letters to us with no real action.
Quality products such as McAfee and Norton have accurately reported the site's status as a "Trusted Source".
TheLincolnMarkVIIClub.org does not contain the file ldr***** The Virustotal information posted at Virustotal. MD5: 2b9405b9de061f82efa54b4b79f93c81 a variant of Win32/Injector.DW Virus.Win32.VB.FEW!IK TR/Dropper.Gen is now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Domain List Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at https://zeustracker.abuse.ch/blockli...omainblocklist Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Database Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at MalwareURL Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org listing at hpHosts Online - Simple, Searchable & FREE! is now outdated.
If you experience anything to the contrary contact me, John "OldSchool1" Dancy at admin@thelincolnmarkviiclub.org or 610.931.6623
TrendMicroSystems has been incorrectly reporting our Car Club's website as malicious as early as May of 2009 and as of yesterday, April 6, 2010, is still doing it. Their Customer Support has done little more than send form letters to us with no real action.
Quality products such as McAfee and Norton have accurately reported the site's status as a "Trusted Source".
TheLincolnMarkVIIClub.org does not contain the file ldr***** The Virustotal information posted at Virustotal. MD5: 2b9405b9de061f82efa54b4b79f93c81 a variant of Win32/Injector.DW Virus.Win32.VB.FEW!IK TR/Dropper.Gen is now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Domain List Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at https://zeustracker.abuse.ch/blockli...omainblocklist Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at Malware Database Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org is not listed at MalwareURL Any postings to this effect are now outdated.
TheLincolnMarkVIIClub.org listing at hpHosts Online - Simple, Searchable & FREE! is now outdated.
If you experience anything to the contrary contact me, John "OldSchool1" Dancy at admin@thelincolnmarkviiclub.org or 610.931.6623
Nope. Sorry, but even McAfee and Norton are blocking it at work, we just checked it today. Has nothing to do with Trend Micro reporting. No worries here though, the pdf file was emailed to me safely.
New User
Joined: Apr 2010
Posts: 2
Likes: 0
From: Primos, Penssylvania USA
I'm glad that you got the PDF.
The Club's servers use McAfee Total Protection, updated daily, with an expiration date of 1/9/2011.
What can you tell me about versions on your work PC?
Do the browser software and anti virus software have the latest updates installed?
(Excuse me for hijacking the thread but I don't have access to send you a PM.)
Last edited by oldschool1; Apr 9, 2010 at 10:16 PM. Reason: kant spel a lik!
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