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Not sure? We completely quit stocking 5.0 F150s and only sell a few Mustangs. The ones we see all typewriter, rattle, tick, knock or drop valves.

Can't you already buy Predator engines at Harbor Freight?

Re: The 5.0 being detuned in F150 vs Mustang... First, you need more low end torque availability in a truck. Second, since the truck will see engine loading that the Mustang NEVER will, you need more safety room in the tune, both for the life of the engine and the potential for NOx formation. It's not CAFE. It's not Ford trying to move folks to EB's or any other number of things. Since I started paying attention in the 90s, it has ALWAYS been this way with Ford. Take a 93 Mustang GT (205 Hp) vs a 93 F150 5.0, (185 Hp). There were almost always 10 extra ponies in the Vulcan in Taurus vs Ranger. Even Limas in the early 90s had 7? more ponies in Mustang Vs Ranger.

Everything is on backorder. OSP's are allowed if the backorder fits certain criteria.

18 and up make all kinds of "normal" noises beyond the HPFP. It really is a nasty issue with 5.0 at the moment. But, if they make it to the first oil change, they tend to not be affected by the noise, longevity wise.

1. They're really struggling with the AWD module/clutch/wiring problems. There will probably be a software update or TSB for it. 2. Under warranty. Have it replaced.

5.0 and 3.5 GTDI are gonna thump it in every single way except MPG. When you figure for extra cost per gallon, extra maintenance costs, extra fuel additives you're even losing overall cost of ownership to gas. With the added fragility of modern diesels, it makes zero sense.

That's the difference between Ford Gen 3 and Gen 4 hybrids, battery tech and the useage there of. I have a non-Energi C-Max. It isn't hard to beat advertised mileage, but you must drive to. No. But all the new RWD architecture are Gen 4.

Port was put back on for emissions, primarily NOx and HC/particulate. In some operating modes port is cleaner, in some, direct is. A mixture of the two is used for still other operating conditions. The fact that port cleans the valves is just a lucky byproduct. I can't think of a current production turbo v6 that doesn't have both. 3.5 and 2.7 definitely do. I know the new 1.5L three cylinder has both. I think the 2.0 finally got them too.

Sorry you're having issues. However, ALL manufacturers are suffering COVID related parts issues. Backorder times are fluid at this point, and there is very very little that can be done about it. To give you an example, I had a part that was supposed to come off back order Nov 1. I checked status at 10AM, confirmed warranty status and by 3PM they had updated to the backorder off date to early December. The service departments want to fix your "piece of junk" because they (Dealership, writers, parts, technicians) don't get paid without doing so. I personally have a STACK of tickets/vehicles sitting, waiting on parts, some for several months now. I am full commission, so due to their sitting I can't get paid for the work I have already done (diagnosis and tear down). It is not going to get any better until COVID is done with, and even then it will take time to get everyone back online. What is the problem with your pickup?

The 2020 and up hybrid Explorer and Aviator share the same transmission and will operate in the same manner. The traction motor/ engine disconnect clutch is located between the engine flywheel and the torque converter. The hybrid should be an option going forward.

The current school of thought is it is cheaper to foist slashed labor times on technicians in the field than at the plants.

Trans has to come out, and the front support replaced. It pays between 7.4 and 9.7 hours depending on engine and 2 or 4wd which, typical of Ford and their cuts, is too low.

Water leaks. Hose Clamps not installed. Broken/misinstalled panels. Connector assembly issues. There is nothing that is "commonplace" other than cameras, trans coolers and "A" clutch problems. Seriously. Avoid.

Yes. HUGE amount of warranty claims. LOTS of buybacks as blownsmoke said. Has Ford addressed some of the early issues? Yes. Beyond the atrocious QC we have seen on nearly every single one we have sold, I fear that design flaws will always plague them. What is worse, since COVID, everything you will probably need to repair one of these buckets is on backorder. "A" clutch TSB parts? Backorder. Cameras? Backorder. APIMs? Backorder. Trans coolers? Backorder....

Early ones have issues blowing the "A" clutch return spring keeper off. See a lot of CDF assembly problems too.

Explorer is a HUGE black eye right now. Warranty has to be absolutely killing profit there.

There are two "TED" (Thermo-Electric Device), one for the backrest and one for the cushion. They each contain a Peltier device, a blower motor assembly and a sensor to monitor temperature. They use the Peltier to either warm OR cool an element in the TED which the blower motor blows across and into the cushions. Without knowing which DTC's were retrieved, I cannot say which of the two you need, or if you need both, which is a possibility. Seat TED should pay about 1 hr. Backrest should pay closer to 2 hr. The TEDs list around $400 for the pair (seat and back are NOT the same parts). Both require at least partial removal of the covers which will require hogrings and hogring pliers for the back. IF you remove the seat cover you MUST recalibrate the OSCM.

Forgot the exhaust brake on the newer trucks... must have been sleeping.

CAR-PART.COM is gonna be your best friend.

Has NOTHING to do with the trans and everything to do with eliminating drag. This saves fuel because the further you coast, the less fuel you use. IF you want the engine/trans to help slow, use Manual mode and manually downshift it yourself or use tow-haul mode.

I believe SRW get the Ford 10.25, Lighter DRW get the Dana M275 and heavies get the M300. Hard to tell without your axle tags or VIN. Front axle is still a Dana 60.

When you say "turns over roughly 3 times" do you mean that it takes 3 times of cycling the key? The ambient air temp where I'm at dropped a lot, so glowplugs are going to become more necessary. Are the plugs good? Did you recently refuel and it started doing this? Beyond that, it is scan tool time with an experienced wrench behind it.

Without a frame of reference (actual RPM drop + or -), that is basically useless, especially since the traces are out of firing order and the time sample size is too large for adequate misfire monitoring. It would appear to me that it is also flat wrong as you are accelerating the vehicle, so the cylinder acceleration should *all* be positive. Is there something you're trying to diagnose?

Just when you think that they might finally be starting to get a hold on QC, Friday Ford issued a service message about "contamination" of the washer solvent bottles with brake fluid on the 20 Explorer/PIU/Aviator. No build dates included in the message, but brake fluid and paint are a bad combination.