YT90SC

Ground or ajar switch wire broken in the driver's door jam. Makes it think that the door is being opened.

Richard, your math works for fuel and you are correct as to why many are steering away. It really tips in the gas's favor when you add the incidental costs. Maintainance costs- if done by the book are higher for diesel. Diesel repair is almost always more expensive than gas repair. Longevity of gas powerplants has risen significantly. Longevity of diesel powerplants has fallen. Put a bad tank of fuel or accidentally put gas in a diesel (which happens a whole lot) and watch those costs soar.

Mazda has sold manual transmissions to Ford since before they were married. Toyo-Kogyo = Mazda. You forgot the best M5 variant.. the M5R2-RKE. It wasn't best because of its attributes... It was best because of where it lived. Oh and yes, Mazda sold Ford a few front driver manuals too...

The dashes in the odometer and the "data error" message is an indicator that communication with the PCM has been lost. Is it ONLY the passenger's window or more than one? Which fuse was blown?

Rolling at 22k with a 95 F-250? I bet the DOT would love to get ahold of you... Straight from their website, RAM lists the half ton towing capacity at 10.5k. Its their highest available tow rating in their chassis cabs that is 18k. Just because something "doesn't appear" to be strong doesn't mean it isn't. The chassis construction of todays trucks is far and away better than 20 years ago. Much of it is due to material useage but also things like hydroforming, full boxing and weld thru cross members are things that were definitely NOT in use on a 20 year old 1 ton. And multi-pot brake calipers with EBD and anti sway control means that not only will you be able to get it moving, you will be able to stop it and safely handle it while in motion. The new SAE tow rating standards take into account braking and the ability to get things moving and maintain speed or accelerate. They are not used across the board yet, but they will be eventually. Anyway, your old six, while a GREAT engine is still stuck at 260 lb ft on the input shaft. HOWEVER a torque convertor's ability to multiply torque can put north of 500 lb ft on its shaft, potentially making take off much faster.

Park detect switch.

Hatter, the ZF5 was good. The ZF6 was a turd.

There is a market for manuals. The other makers have saturated it.

Pure business. Even if there wasn't a horrifically low take rate (fleets stopped buying manuals at least a decade ago and 10% is awful generous) you FAR oversimplified the costs. Lets look at them. Cost 1. Emissions certification. Each powertrain variation has to be certified with the EPA and also with Green states. These include axle ratio change, engine, 4x4 or 4x2, each wheel base, each GVWR, even supplied tire combo. So for sake of argument, you have 4 axle ratios, 4 wheel bases, 3 engines, 4 tire options. That's 192 certifications with each entity, without GVWR changes. So after all that, adding a stick doubles that again. Cost 2. Crash testing. Each powertrain has to be re-crash tested with NHTSA. Doubling crash testing costs IF they pass the first time through. Cost 3. Software. Each powertrain takes unique software for it, which now not only includes PCM, but BCM, IC and all the various other modules that are integrated to do even the simplest tasks. Doubling costs for software, let alone control module hardware changes. Cost 4. Mechanical. Besides the trans itself, there are mounts, control assemblies (pedals and whatnot), engine changes that are not just limited to the flywheel. Different starters, different separator plates, even sometimes different crank sensors balancers, exhaust etc. Different driveshafts, different floor pans. Different insulation materials. Due to the machining necessary, manuals are expensive for the manufacturer to purchase because they are almost always not made in house. Therefore costs cannot be directly controlled and rise significantly. Automatics are cheap and currently, by Ford, are all made in house so manufacturing costs are precisely controlled there. The current generation of red fluid autos are also all joint venture boxes so development costs were halved. 5. Service. With all the mechanical costs, you have legacy costs. These include warranty repairs and customer pay repairs that you have to have parts available for. This requires more part numbers, more warehousing, more handling and increased parts cataloging costs. Then you have service information costs along with training your repairing technicians on the new things. 6. NVH. I don't think there is a manual trans made by anyone anywhere that meets the NVH goals for F-150 or even Super Duty for that matter. Developing ways to minimize NVH is a HUGE burden financially. When you cut another hole in the firewall for the clutch then a BIG bastard in the floor pan, its going to take some wizardry to reduce. In short, enjoy your new Dodge HD, Frontier, Tacoma or 4 banger midsize GM cause Ford NAAO is just not going to build what you want.

To the OP- find a dealership that has a flight recorder. Have them set it up. Akirby has a pretty darn good chance of being right, but it could also be something like a sticking Evap VMV or other issue. The problem is that you have to be able to have the issue happen to the car to diagnose it, no matter whose name is on the valve cover.

The 4F27E was 180 lbs. The 6F35 is 189 lb. The DPoS6 is 168 lbs. The issue isn't with transaxle weight, its that the DPoS6 clutch's rotating weight is FAR higher than the torque convertor in either conventional transaxle.

The 6R140 is HUGE and probably wouldn't fit in a half ton without some serious modification of the floor pan. My experience has shown that the 3.5 GTDI has fewer internal engine issues than the 5.0 as well.

^^^ What he said.

If the TCM software was drastically different I would be quite surprised. The hardware is all the same and the software has been updated many many times over the course of the DPoS6's life, both in production and service. I am fairly sure that the current service software is the same as the current production with minor changes for emissions certification between model years.

The part number for the '15 clutch is the same part number for all other applications.

I loved EXP's. I think there are a lot of people of a certain age that would agree with you!

Fordtech, I've found that scrubbing them either makes them better slightly or rear their heads worse. You're right, the worst thing you can do is drive like grandma. At light to moderate load the clutches may or may not lock completely to reduce lugging and trailer hitching. Its those high slip situations that are terrible for them. This generates heat and dust, both of which add to the probability of shudder. Akirby I can only go by what I see. Clutches are on eternal backorder. They trickle in - Ford seems to release around 8k every two weeks, but backorder seems to sit just over 30k continuous. Though admittedly I haven't checked the last two weeks as I finally got some in that I ordered around Christmas time. Now we cant order TCMs through normal channels due to the warranty extension. This means that they are preparing for a run on them as well.

Intrepidatious, you are right. I double checked the dates. The clutch coverage is just for the black seal trannies. The TCM coverage for builds up to 12/31/2014. The point is, they don't have to leak to shudder. Without the extended coverage you're out after powertrain warranty. I wouldn't want to not have that net.... Akirby, it may not be EVERY one, but I bet that the rate after the black/brown seal production change is still pretty high. I wouldn't want to wager against shudder in Vegas.

Intrepidatious. The biggest issue with the DPoS6 is NOT the quirks and oddities of trying to make an automatically shifted manual transaxle function like a typical torque convertor auto. Its that it WILL eventually develop shudder that is NOT ok. Even if the clutch does not get contaminated by an outside source, the discs will contaminate themselves with dust from wear. They extended warranty on the clutch and the TCM, but that is a band aid on a sucking chest wound. Hopefully yours fails in the warranty period.

Key off it shouldn't be able to run. Better check the GEM for water intrusion.

I love reading all the herpty-derr knuckle dragger comments after the article...

2nd is overdriven 1st. If first doesn't slip, and there is not slippage in 5th, that rules out the OD band, the forward clutch and the Low/reverse band. Slippage in third could be an indicator of an intermediate band issue, but only intermediate because the other elements are already ok. Now flares and whatnot are another issue entirely, but I would bet you have an engine driveability issue. Clean the MAF, check the plastic upper intake for leaks where it meets the heads and reset KAM and see where you sit then.

Are you talking about the water drains in the mufflers?

2.0L Escape (I hope)? Trading your DPoS6 for a 1.6 is like trading syphilis for gonorrhea.

Fordtech is right. I usually get a new nut and wrench it on instead of pry. Different strokes.