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Trucks with memory seats use a Driver Seat Module (DSM). The memory switch is hard wired to the module separately from the seat switch; that’s why the memory function works. Check fuse F5 in the BCM as well as the connectors on the DSM under the seat.

If the aftermarket lights are tied into the factory lighting circuits you’re going to have continual issues. Sounds like you need to go through the wiring and find what was hacked up.

No. Find a different dealer. These transmissions are fully serviceable, they are trying to increase their profit margin by just selling you a unit. It is likely as simple as a valve sticking in the main control, which only involves dropping the pan to service. Wow, a pulley. Not exactly a...

Sounds like a faulty aftermarket caliper is damaging the actuator motor. The ABS Module monitors the current draw when the parking brake is applied. It will run the motor until it sees the current draw begin to ramp up, indicating pad to rotor contact. If the ball ramp mechanism in the...

Sounds like you solved your own problem. Throw the PC in the trash.

You likely have have rotor runout that developed into thickness variation, which is the pulsation you feel in the pedal under braking. Rotors do not “warp” in the traditional sense people think of. You’ll want to either have the rotors machined with an on-car brake lathe (OEM or high quality...

Those OBD2 trackers cause a variety of issues, including those listed. Unplug it, do a Sync Master Reset, disconnect/reconnect the battery, and re-evaluate.

I don’t understand why people keep thinking a Ford dealership should be equivalent to a BMW or Mercedes dealership. You’re comparing luxury brands with a mainstream/non-luxury brand. If you’re looking for that experience it’s called Lincoln.

Depends how it’s wired into the truck, it can still be contributing to the issue. The factory amplifier is on one of the high speed networks.

2 of them are erroneous network DTCs, there is nothing to fix unless there is a symptom. B162F can be eliminated by updating the BCM-C to the latest calibration.

Torque converter lockup is normal. Not sure why you think it needs to be “fixed”.

What symptom are you trying to fix?

Lamborghini-esque styling :happy175: You truly are a delusional Gen 1 fanboy.

I posted the condensed version. Yes, warranty coverage is only affected on the system or component affected by the modifications.

That’s applies to OE equivalent parts like air filters, oil filters, brakes, etc. Once you modify a component/system with anything aftermarket, any failure of an OE component or system that can be attributed to the modification is non-warrantable. Manufacturers are not required to spend...

It’s located behind the rear seat back mounted to the rear of the cab below the window. Right next to the subwoofer and amplifier.

Torque converter is locking up.

If the PCM is not responding you need to start there. Power, ground, and network circuits.

No. Once you modify a component that’s on you.

Before getting too deep into it you’ll want to use a scan tool to monitor the fuel system PIDs. If the misfire occurs when the PCM switches from PFI to DI, you can be pretty sure the direct injector for that cylinder is at fault.

The roof drains get clogged with environmental debris and need to be cleaned. Use trimmer string to get the debris out.

Enough that the fluid level will be completely wrong. If you set the level at 20 degrees below spec it will be overfilled enough to vent from the case breather.

Yes. It’s normal. The battery charges based on demand.

There are some minor differences, hence the different part numbers. Maybe someone who has done the swap can chime in on the actual differences. The Garrett kit fits 17-20, but they may have made some changes to accommodate both applications.

Not sure if they’re a direct swap or what attributes are different, maybe someone on here who has done it can confirm. The 2018 LH side is significantly cheaper at only $562 though, the 2017 is $1100.