YT90SC

The issue is that not everyone would be aware of wether it was a stand alone circuit or if it meet the requirements of the charger, i.e. amperage rating. Simple liability issue here.

According to the WSM, its either 10 or 30 minutes. It is not exactly forthcoming as to which.

The 6R80 has a thermostat built into the transmission, just above the valvebody, in the cooler circuit. They run far warmer than they used to, by design. The t-stat begins to open around 195 degrees, if I remember right so to see fluid temps slightly higher than that when towing is not anything to be alarmed about. The cooling fan should ramp up somewhere around 220 or so to help bleed off the excessive heat, again if I remember right.

Dark glass is illegal in most states. I have had STOCK glass checked by the locals and it is illegally dark.

NEVER add ANY kind of Glycol to an OAT. There is no such thing as a universal coolant.

There is no idler arm on a superduty.

Year? Van or cutaway?

And considerably more expensive to replace when they fail.

And on point 7, all new vehicles reguardless of make have to have it. ITs the law.

The Torqshift6, by design, is STRONGER than the Torqshift 5. The Torqshift 5 torque limited the engine in diesel applications because the trans couldn't take it. The Torqshift 5 was designated "5R110w" for 5 speed, rear drive, 1,100 lb-ft on the input shaft. The Torqshift 6 is a 6R140. For 6 speed, rear drive, 1400 lb-ft on the input shaft. 300 lb-ft difference on the input shaft. The shift issues that some are experienceing are mostly software and engine power issues, NOT the trans itself. Most people blame the trans when it doesnt shift exactly as they think it should. Several have even had whole new transmissions installed, and still had issues. THATS BECAUSE THEY HAVE AN ENGINE DRIVEABILITY ISSUE. The trans is shifted by the TCM based on calculated load supplied by the PCM. When the PCM outputs a stupid value for load due to an engine parameter being out of whack, the TCM shifts accordingly. I can't count how many times I have seen 'the trans is not right' issues, that turn out to be an engine management or power issue. And I have yet to tear into a 6R140 further than the solenoids or valvebody.

It warns you @ 600 miles you are getting low. Then it warns you again @ 200 if I remember right, then when it is under 100 it begins to go into de-rate. Run it completely out and it will still run, just in derate. It wil continue to operate like that untill you shut it off. If you shut it off and restart without filling it, it will only idle.

RAM (Dodge) uses DEF on them all in 2013, reguardless of wether it has a box or not. That way they can run less EGR and make more power. A tank of DEF typically lasts between oil changes, depending on useage. Harder towing=more useage because the harder you work a diesel, the more NOx comes out of the tailpipe. DEF averages less than 3 bucks a gallon. The BIG tank holds 5.73 gallons. So for ease of math, it costs you $3 x 6 gallons... $18 every 7500 miles or so. Hope that isnt too big a cost for a $60k truck owner.

Dodge and Chevy do too- as do almost all new Medium duty and OTR truck makers. Thats the price you pay for emissions compliance. The DEF is part of the SCR and is designed to reduce Oxides of Nitrogen. It really has NOTHING to do with the way that the engine runs, it just cleans the tailpipe emissions up. If Ford had been dumb enough to keep using the Navistar sourced turds, they would still have to use it to meet emissions.

Yep cause fleet buyers want tougher to maintain more failure prone commonrail diesel.

Ford might have released a TSB on this. It might be 12-12-04.

The other limiting factor might be driveshaft stability. LONG driveshafts turn to noodles at speed. Wasnt there a video around here a couple months ago about a jackass in a v6 mustang that blew his apart then was pissed cause Ford wouldnt warranty it-- YouTube vid and all.

You can't have a FWD 3.5 Ecoboost because torque steer would be absolutely horrible. The 5000 lb tow rating is the same for the same reason that the 3.5 Ecoboost is torque limited in FWD/AWD applications: the transmission.

My guess is there will be a warranty extension on the 1.6, plus akirby is right, your powertrain is 5/60. You get a FREE loaner for the duration of the time needed to repair your rig and probably some other goodies to 'sweeten' the deal when it is all said and done, just like the 2.0 recall owners. And in reality I doubt that this effects ALL the 1.6's, but Ford wants to play it safe. Take a deep breath and remember that this is a temporary thing. If you knee jerk to this, you'll stand to lose thousands. Play it like the stock market: By the time you are ready to trade it at the 'normal' time for you to do so, the recall will have been old news, the trade values will be back up and it will have been a non issue. If you REALLY feel you just have to get rid of your rig, check your lemon laws, don't try to trade as you will lose out.

You are throwing an awful lot of parts at it. O2's dont just 'go bad'. They degrade over time, though not as fast as the aftermarket parts suppliers would have you believe. 99.95% of the time 'oxygen sensor' codes ARE NOT the fault of the oxygen sensor. My guess is that your VMV is sticking open causing the 'oxygen sensor' codes and the evap code. Which codes are you getting? What does the freeze frame data show for the 'oxygen sensor' codes? Got any 'Mode 6' data you could share? Get a rough idle at times?

Biker and Jpd, you have both hit the nail on the head. I've driven the Pious though not the new littlest $h!tbox version. Anemic at best. My parents C-Max on the other hand is VERY easy to push a lot harder than you intend to. Often, without watching the speedo, you are going a LOT faster than you intend. It runs hard and handles well. Like all other Ford Hybrids, it is a CAR first and hybrid second, unlike Pious. My mother's biggest complaint is just that-- "I can't hear it." Meaning she drives it a lot harder than she intends. That's why she cant get out of the very high 30's.

This is a case where you need to have it properly diagnosed. There are several situations where another malfinction in the system will cause a code seemingly for another issues. Could be a sticky VMV or CVV or other leak in the system. There were a lot of issues with the VMV's in '10. Just cause it set a code doesnt lead DIRECTLY to diagnosis. The easy fill system should be 'plunged' when filled, i.e. you should place the nozzle in and out of the port several times to clear any residual dirt or scuzz from the sealing surface of the flapper. I believe it even says so in the owner's manual somewhere, but dont hold me to that. Could need a neck though too. Basically you need an experienced technician to DIAGNOSE it, not throw expensive parts at it.

leakage will be small, but it will look like dried crusty chalk where it has leaked. Check the t-stat housing area, and the upper radiator tank to core seal area. the rad will be harder to see.

full of coolant in the radiator, not just the overflow? these are terrible about leaks in the rad and in th t-stat housing.

Perfect example: My folk's new C-Max. It's cold here, we have winter blend fuel and they feed it economy killing ethanol blend. Dad averaged right at 43 mpg over two tanks. Mom gets 38. It is driving habits and style.

Changing the reverse lamps themselves is a HUGE no no, as they are controlled solid state by the Smart Junction Box. Too much current and you'll burn out the driver, resulting in an SJB failure which will cost hundreds and wont be covered by your warranty as it is damage caused by an aftermerket component. Better to add additional lamps tied into the reverse lamps on the trailer tow wiring, which is a seperate system which is RELAY controlled, not SJB. Overcurrent there, and you might damage a $5 relay or blow an actual fuse.