YT90SC

Just because it sets a code doesn't mean that a specific part has failed. It does take diagnosis to properly repair things. RicerZone is famous for selling Oxygen sensors for 'lean' codes and 99.9% of the time a lean code is an indicator of another issue, not an O2 code. Even a MAP code doesn't necessarily mean it has a MAP failure. Depending on the code, it could be a wastegate issue, a wiring issue etc. Heck the fuel pressure could be low causing a lack of power that causes boost to be too low for a given parameter. When ever a code is retrieved, you always need to investigate to get the Paul Harvey. As for pulling the battery cable, wont do jack for changing bad learned habits. Now codes and most learned parameter data are stored in non-volatile memory and have to be reset with a scan tool.

The newer Audiovox boxes dont allow the shutdown of the MyKey feature. You have to disable in the manner I originally listed, way back in 2010. Dont get the two way, if the 'factory' system is availabe (the one with the IKIT mounted button) as the IKIT is the key, and treated as MyKey or Admin, which ever way it is programmed.

How was your 3.5.1 MFT update installed? Have them force program the APIM using a wired connection and IDS. IF it is still funky, it probably needs an APIM.

Something is amiss with this article. On a Ford, running out of DEF will cause limp mode. It will continue to operate power and speed reduced indefinitely until shut off. Once shut off without DEF, it will only idle. Either it was not a Ford, or <gasp> the media got something wrong.

Diesel is an ENTIRELY different critter. Gas engines have to run near stoichiometric in order to not destroy themselves. You can run a tad leaner, but too much will cause engine damage. You would do better to keep your tires properly maintained, slow down and avoid ethanol blend fuels at all cost.

YEs. It wont start out at 0, but yes. should transition smoothly from one end of the spectrum to the other. I cant recall right at this time which wire is which. IT is a three wire potentiometer. One is 5 volts in, one is signal return (basically a computer ground) and the other is the sensor's output wire. Cant remember which is which so if you get an unchanging value, move a wire to the other terminal.

Sweep your throttle position sensor with a DVOM. IT should transition smoothly through its travel. I will bet that it has issues (dropouts or opens) in the lower range.

Your rep is flat WRONG. You can get a transmission assembly for a down vehicle when a component for repair is unavailable. Have him print you a copy of pages 160 and 161 of the online Warranty and Policy Manual, under the heading Replacement or Repair Policy. He is trying to protect his 126 report numbers.

Parts backorders are the norm now for Ford and it just seems to get worse with the passage of time. I have so many parts backordered each week, it is sad. Which are you waiting on? If a component part cannot be obtained, the next larger unit is ok to get, per the W&P manual. So if they cant get a clutch, you can order a transmission assembly, which comes with the clutch.

You are fooling yourselves if you think there is ANY advantage in life expectency of diesel over a gas engine.

Buy ONE of the Ford U/Joint kits. They come with a cutter for the stakes. Then the joints can be pressed out/in just like they always have. Shaft replacement is unnecessary.

Most dealers do in fact have a set of master keys for the nuts, yes.

IF it wasn't for MFT and leaking PTU's, we would never see Edges in the service bay.

Leaking PTU?

Ford stopped making printed WSMs available to dealerships. Helm may not print any at all because Ford aint buyin any.

And lower maintainance costs.... and lower parts prices.... and greater reliability than current commonrail technology can have with our crap fuel.

Ahh yes, M time is great, but it sure drives up the 126. And most warranty admins will not do that because of the rammifications for doing so. IT doesnt matter if you document it or not, audits are still audits.

IRONY... not wanting tail lamps on during the day, but wanting headlamps on... cause having THOSE lights on during the day is just silly.Kinda like DRL's in general. redneck workaround: Set the switch to "auto" and put a piece of electrical tape over the light sensor.

I think all it showed was that Tanner Foust is still a tool.

The EPA is cracking down HARD on these. Edge and H&S got hit hard. As told, you will never see 5-6 mpg. I also fail to see the obsession with the oil burner crowd stealing from Ford for warranty repairs when they blow up their trucks.

screw, you might want to fish your connector terminal lock out of that old FPDM...

Yes, we do unwrap wiring to install a new wire in the harness or repair it. Though its usually sliced open then re-wraped with tape. Replacing/repairing one wire is a lot cheaper than a multi-hundreds of dollar harness. In fact, it is almost always cheaper to do so. Shrink wrap makes this all but impossible in the field. Flexible conduit or convolute tubing ALONE can actually damage the wiring, especially where the wiring EXITS the tube. The wires can move around on the edges of the tubing and the insulation can and does fail. At the ends of those sections of tubing, electrical tape is a necessity to prevent this. How it looks is not important. It is functional and cheap. And lifespan of tape is a non-issue as my 77 ford's wiring is still in good shape, as well as my 345k mile 94 Taurus, all with cheap useless tape... We see lots of 200 and 300k mile vehicles that have had absolutely no functional problems with tape .

Faust is such a toolbox. I agree Hamster would be FAR more interesting.

Most, if not all manufacturers use electrical tape for 'wiring management'. Its flexible, light and quite durable. Since it has been used seemingly since the dawn of time in automotive manufacture, it is not an issue. Shrink wrap is a terrible idea, as it would make service of the harnesses harder and lock moisture and dirt into the harness where it can damage the insulation of the wire resulting in failure.

Its a powertrain mule with twin venturi tips that have EGT sensors in them. It is testing a diesel.