@5280LR3... I believe the 2005 (and other years with 5.4L) Ford Truck F150 1/2 ton P/U 2WD 5.4L FI SOHC 8cyl Duralast coolant level sensor connector 1770 is the same as my destroyed oil temp sensor connector, am going to go to the local auto wrecker when I get back from the mountains. I am not having much luck trying to locate a new version of the oil temperature sensor/sender though, anyone have any ideas? 2007 Land Rover LR3 4.0L V6 engine oil temperature sensor supposedly 4L3A-12A648-AB... Thanks in advance...

 

Bingo! The Duralast connector 1770 appears to be the correct one. "New version" of the temp sender? Not sure what you're referring to. Coolant temp sender, oil temp sender... should work in either case since it's only sensing temperature.

 

Hi again... Looks like a less expensive pigtail is the Ford WPT-1231 assembly, and the sensor is a TX131 or Ford DY981 or DY1025 with a likely Ford part # 4L3Z12A648AB, don't yet know if those numbers are direct replacements but they sure look awfully close, thread size is metric M19x1.5. I wanted to know what that sensor was because if it gets damaged I did not want a $25 Ford part being replaced with a $100 LR3 part, leaving soon for mountains. Those Land Rover engine oil temperature sensors were nearly impossible to find using the 4L3A12A648AB number that was on the actual sensor, had be a bit more of a junkyard dog...

Decided to order the least expensive I could find, the WVE/AIRTEX/WELLS 1P1538 from RockAuto, we'll see how that works out, heading out to mountains!

 

The 1P1538 connector won't work. Look at the shape of the outer housing and the wings at the bottom that will keep from inserting into the sensor. You need the 1770 connector you referred to in a previous post.

 

OOOPS! Well we are going to likely look at a Ford 5.4L engine tomorrow and fact find about this, there is very little information regarding the oil temperature sensor (or its' connector) ... Thanks for the heads up, will check it out when the package arrives...

 

Just checked today and they are both the exact same fit, fitted both to the transmission input shaft and no differences, compared thicknesses, depth of countersunk hole and diameters, both the same. Flexplate gear teeth are the same but that is where the similarity ends, the LR3 has got the big ring with the commutator spaces, no chance of the Ford one working in the LR3 or vice versa for the LR3 CKP. Had no luck at the auto wrecker looking for the female oil temp sensor connector (WPT-1231), will check out the Ford dealer tomorrow.

 

Latest version of the motor mount...

 

Good luck and you are making some impressive inroads to sorting it all out

 

Did you mean to say the adapter fits to the pilot on the torque converter? The comparison I'd like to know is the fit of both flex plate adapters to the alignment (or pilot) shaft on the LR3 torque converter. I damaged my original one and had to replace it with an aftermarket machined steel one from Sonnax. I couldn't compare the I.D's of the two adapters accurately because of the damage. The aftermarket one seemed to be a wobbly fit with about .015 to .020 clearance where I assumed it would be tighter since it's supposed to align the converter so you don't wipe out the transmission pump from the torque converter being mis-aligned. I guess I should quit worrying about it since i have about 4,000 miles on it now and it hasn't (knock on wood) caused any issues and there isn't any vibration. Check your adapter(s) for cracks. Sonnax made it sound that this was an issue with the OEM sintered metal ones. Thanks for the info!

 

I am sure they are both exactly the same, but am going to take my vernier calipers out on Monday and measure them accurately because when we removed the flex plate I noticed some cracks? or lines on the LR3 one and that is what the Sonnax site says was the problem with some of them. Also the Ford WPT-1231 (3U2Z-14S411-DVAB) kit seems to be a less expensive alternative to that Duralast 1770 connector. How did you reattach the flex plate to get the correct position for the CKP? My understanding is to rotate the crankshaft until #1 cylinder is at the top of the compression stroke, then attach flexplate to crankshaft with the index hole at the 3 o'clock position? I did mark the relative position on the dead engine but of course the camshaft on the 1-2-3 bank had slipped out of position