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Roof opening panels/sunroofs all use a wet seal design. Water bypasses the wet seal and enters the drain rails, then travels out through the drain tubes. You can test the drains by opening the panel and pouring water in the drain rail; if it pools up, the drain is clogged. The best way to clean...

Yes, at ride height. Same principle for all suspension bushings of the same design, including control arms. If it’s torqued with the suspension extended, the bushing will be damaged as the suspension compresses.

IWEs need to be installed in the compressed state and engagement to the hub needs to be confirmed as well. If they were installed improperly they’ll be damaged. Is the truck modified besides the Fox 3.0? Is it at factory ride height? Did you properly torque all of the fasteners during...

What recall was this? :think:

I can certainly understand the frustration, but you paid the dealer $30k cash markup, not the manufacturer. Ford sold it to the dealer for invoice, they marked it up $30k above MSRP. Nobody wants repairs on a brand new engine, but that doesn’t make it a “lemon”. Front cover/valve cover...

Likely a sticking thermostat.

Why do you want to pursue “lemon law” as opposed to getting it fixed? These trucks are not easy to come by, especially if you paid MSRP w/o ADM. What exactly is the nature of the issue? Is the truck completely stock? The dealer cannot submit a claim under warranty for repeat repairs that are...

What did you tap into for power? If the ground you used is shared with a module, that can cause issues as well. Modern vehicles are simply not designed to accommodate aftermarket electrical/electronic add-ons, hence why the upfitter switches exist.

The solenoid receives 12V power (hot at all times) from the BJB, and the TCCM then provides the ground to activate the solenoid and disengage the IWEs. You shouldn’t have any voltage reading between the two pins at idle in Park, since the TCCM will not activate the solenoid until the vehicle is...

Sounds like the letter went to the previous owner. It was also an alert/message in the FordPass app. Correct, once the hardware is worn, it will need to be replaced.

If your truck has the latest TCCM calibration, the IWEs will remain engaged until the vehicle warms up. Therefore, there will be no voltage supplied to the IWE solenoid on a cold start.

Normal operation, the transmission fluid is more viscous when cold. These transmissions use Ultra Low Viscosity (ULV) fluid are designed to perform ideally at operating temperature. Hence why they have both a transmission fluid warmer and cooler. Putting it in sport mode is about the worst thing...

That’s because both programs have expired; they gave you a year (July 2021 to July 2022) to get 21B10 completed, which then activated the extended coverage until January 1, 2023. Expired programs don’t show up by VIN, but 2018 Raptor was included. I see you just joined, it’s customary to take a...

The IWE needs to be compressed with a vacuum pump at 24 in-hg before the hub is installed into the knuckle. Then the depth of the axle needs to be verified to ensure the splines are fully engaged. The axle stub should protrude 15.5mm from the center of the hub. Axle nut torque is 30 lb-ft.

Did the issue start after hub replacement? There a specific procedure to follow when replacing a hub or IWE.

That’s pretty discouraging. Are there any other symptoms aside from slipping in reverse? When reverse in selected, the Low/Reverse clutch and direct clutch are applied. A slipping direct clutch will cause issues in 3rd and 5th as well; the low/reverse clutch is only applied in reverse and in 1st...

Normal. Post FSA 21B10, oil pressure runs at around 30 PSI at idle. In gear it drops to 20-23PSI. If you put the engine under load via moderate to heavy acceleration, it ramps to to ~60 PSI. Oil level does not affect oil pressure unless the sump runs dry.

Yes.

The issye regarding Gen 3 shock noise/hash ride does not pertain to Gen 2. So you do not have the same exact issue. This is your first post, how about introducing yourself in the new members section and providing some background? New/used? Mods? Vehicle history?

14.5V indicates that the system was trying to compensate for a discharged battery. Normal system voltage is in the 12-13V range. The PCM controls charging strategy; if desired doesn’t match actual it will set a DTC and a warning message. So you have no issue.

The heads are the same between the two applications. The only difference is the cams. If OP is going to reuse the original intake manifold, it’s critical that the original engine is torn down to inspect for top end damage. If there is damage to the cylinder walls and pistons that resulted in...

Sounds more like an IWE issue. Try switching to 4A and see if it stops.

Have you checked the oil level? With the low oil pressure light being on and an engine knock noise, it sounds like there is probably internal damage.

Was the reservoir replaced? That contains the filter.

So did the impellers on both turbos contact the housing? Or were the impellers damaged due to foreign debris/over speed? If both bearings failed, that’s a clear indication of a lubrication issue. As far as cam phasers, they do not release metal into the oil when the locking mechanism fails...