YT90SC

Ford goes by the VIN/miles/in service date and and base number of the causal part for any warranty claim. It can get cloudy in some instances, but the causal part for TSB 19-2375 is listed as 6009, which should be covered for the entirety of your PowertrainCare coverage.

I'm not sure what all the reprogram does- just have to go with what we have been told. Haven't compared them apples to apples yet. Not sure I will get the time to. I *assume* that it has something to do with the fact that they run the coolant in the head hotter than in the block for greater thermal efficiency and that causes a temp differential at some point. Temp differentials will cause things to expand and contract at different rates. Not a big deal during times of no change in temperature, but bad during cool down and warm up, potentially. Also assuming they are re-writing boost/fuel/timing maps to reduce cylinder pressures, but that is just conjecture. They seem to run the same before and after programming, so hard to say. The issue with replacing blocks is that they often warp or erode in the location of the fire ring portion of the gasket failure and "can't be reused". Potentially they could be machined, but over my career, I've seen Ford strongly move away from machining in the field. Too many variables for them to control. Honestly Escapism, if you are concerned and close to the 5 year or 60k end of standard powertrain warranty, get a powertrain ESP. I know it sucks to lay out the cash for it, but it is relatively cheap insurance and peace of mind. There are plenty of dealers online who will sell you one near cost.

The cuts in the block, almost always on cylinders 2 and 3, are the failure points for the headgasket. Has nothing to do with casting.

The checks are easy. The IDS pulls codes when you hook up to program. If one of the 9 DTC's is there, it smokes or runs poorly at startup or is low on coolant you investigate as per TSB 19-2375. It is part of the FSA, bud. It sure the f**k does get checked if it is in my bays. Again, IT IS NOT A CASTING ISSUE. It is an open deck design with cuts between the holes that the headgasket cannot hold onto.

Failure rates of starters are VERY VERY low, probably lower now with the stop/start style starter. The engine at operating temperature with NO DTC's stored, the battery has to be almost perfect state of charge, the PCM knows EXACTLY where the crank stopped. There are quite a few other things that have to be checked to enable a stop/start event. This makes it is SUPER easy and quick to restart with almost no stress to the starter. This is NOT a "sky is falling" issue.

Who is denying there was is and issue with the headgasket sealing on 1.5 and 2.0s? The issue is well known, and has been rehashed MANY times on here. Ford has addressed it with FSA 19B37 to hopefully catch them if they show signs of failure and do what they can to prevent the ones that haven't yet. There are TSB's and SSM's for both engines that lay out a specific repair procedure for both the 1.5 and 2.0. Established repair procedures. Established preventative measures. What is it you want here?

There will always be potential for issue with fully electronic brakes. No one seems to remember what a nightmare these were in the late 80s/early 90s.

"OFF ROAD" is usually done at lower speeds, and by definition on NON paved surfaces. It is FAR less violent to the suspension (tires, wheels, struts, control arms, tie rod ends, knuckles) than when you hit potholes. Completely different loading involved. If you can get your dealership to falsify warranty paperwork to cover it, more power to you. Now, as you asked, back to the issue at hand of the thump noise. Are your tires set to the pressures listed on the placard in the door jam? Have them temporarily swap tires and wheels from another unit that DOES NOT have the same size/brand/type of tire. These things are quiet and it may just be tire noise due to the lower temperatures that harden the tire's rubber. Lower profile tires are especially prone to louder transitions over the type of bumps you describe as they have hard rubber to start with and very little sidewall to flex. Over or under pressurization due to temperature swing may amplify the issue as well.

I say somewhat because no, there is no guarantee that this FSA will keep your or anyone else's car perfect forever. But let's not concentrate on that "somewhat" portion. -Ford is aware of the potential for problems. -The mailers, and FordPass messages make the customer now aware for the potential for problems and what symptoms to keep a lookout for. -Broadcast and OASIS messages on various levels of Ford's information system have the service department aware of the issue. -They have developed a clear cut route (TSB 19-2139) to diagnose and repair. -They have released the PCM calibration through FSA 19B37 to reduce the potential for said problems to those who do not have issue already. -Also through the FSA the tech will check for any of the 'unseen' symptoms to hopefully catch the issue at its' start, saving the customer money and time. I've seen a whole assload of these cars with BIG numbers on the odometer already and not had one issue. So I ask you, what would you have them do?

HRG is right, easy things an owner can monitor are low/out of coolant, runs rough at first start, smoke, or coolant that smells "burnt". Later stages of failure will bring #2 or #3 spark plug seized in the head, immediate pressure rise in the cooling system at startup, intermittent/reduced/no cabin heat and MIL illumination with DTCs. Although, sometimes the MIL pops on first and RUNTIME and ECT freeze frame data are both extremely low. Most owners don't worry or notice any of them at all until it either doesn't have cabin heat or the MIL comes on. 95% of the time the pressure test is not needed anyway, it is just final confirmation of the failure. There is literally NO guarantee that you don't have issues, even at low miles. I've seen them starting to show signs at your mileage. Let the servicing tech do his job as per the FSA wether it needs it or not. It is best to catch the failure in warranty as a minor inconvenience now and have Ford pay, rather than a 6009 that will cost you thousands later. Most of the time, we insist on doing the pressure test portion overnight so the tech doesn't have his bay tied up during work hours. If it needs further testing or repair, take the loaner. It's free, that is what they are there for. You don't have to go home if it is indeed so far away. Go to a movie, BassPro, the mall, run your errands you have been putting off, or do literally anything else other than sit in the waiting room. A final thought. I am in no way a violent person, but I would throat punch my writer if I had a 'waiter' for the coolant testing phase of this repair. You don't need the stress of being there and I don't want to put you through it anymore than you want it. I don't need the pressure of having you there. It makes NO sense.

They were dropping valves and locking the engine up. Haven't heard of any 19s or 20s doing it yet.

The PCM reprogram reduces the possibility for headgasket failure. This takes about a half hour if Ford's servers cooperate. The coolant pressure test is only performed if the vehicle exhibits any of the indicators of headgasket failure. THAT is the "5 hours". This should catch some of them that are on their way out already. WHY are you so hung up on the time it takes?

There won't be a recall. There may at some point be a warranty extension, but I doubt it. Why are they mad that Ford is somewhat proactively taking action?

Where are you seeing these complaints? Do all the vehicles share the same tire size/type/brand?

1.5 block for sale on Fleabay.

Yes. Identical cut type. That is not the open block/deck design like the 1.5, 1.6, 2.0 have. It is worrysome though. The saving grace may be that it is iron and not all aluminum like the fours.

The current TSB for 2.0 is only for 15 thru 18 Edge. So I am gonna make a good assumption and say you are good to go. All other 2.0's have specific thru 2019 build dates and vary by line.

.double post. sorry

Good! Now run it across all lines. Sync nav has always been lousy.

Are there any new Jeeps that actually make it off road? Electric is also instant torque. If any of them actually make it out of the mall parking lot, it would be VERY useful.

It failed because they decided to run an open block design with the WRONG type of stress relief between the cylinders. They have switched from the cut grove to drilled because the cut was taking up space they needed for headgasket sealing and causing the gasket to be stressed. The replacement blocks all are coming with the cross drill now. I'm gonna guess they went with that across all lines now, not just the 1.5. But Ford is the king of one hand not knowing what the other is doing.

There are SO many factors for real world fuel numbers vs EPA estimates. Most people will only put the cheapest fuel in that they can get. That means that the octane level is usually low and it has Ethanol in it. Remember most estimates are done with good gas of appropriate octane. Ecoboost and Hybrids are affected the worst by fuel choices.

The list is so long because of Ford's insistence on the new "OTUP" (One Time Use Parts) policy. The majority of the parts they call OTUP are NOT one time use and if it were customer pay, I would certainly not make the customer bear the costs. They put random nuts or bolts in the OTUP hoping to have a tech miss it and then deny the claim. The OTUP call outs vary, year to year and across lines (even with the EXACT same components) and are thrown out entirely by TSB repairs. To top it all off, they like to do things like "discard LOWER sway bar end link nuts" which happens to have a different part number than the upper. The upper is easier and thus less time consuming to get to for about 99% of repairs. But again, a reason to deny the claim.

Modern diesels are maintenance whores. More oil, fuel filters every 15k, DEF, timing belts on the 3.0L, antigel in every tank in the winter, higher per gallon fuel cost and EVERY repair on a diesel is more expensive than gas. Most estimates show you will have to own/drive 200k+ miles to break even. And they are NOT longer lasting than their gas counter parts. And it is the chassis (brakes, frame etc) that limits capacity on Ranger, not the engine.

HRG, as the other fellas have said, a manual car is nearly flawless so that would be a great car if you want the third pedal. I wouldn't do the 1.0/6F15 due to issues with the 1.0. DPS6 cars are still in no way perfect, BUT If my oldest was of age, he has shown he is fairly competent to handle the potential of issue, so I probably would. But I have another kid that I DEFINITELY wouldn't. I guess it is a function of knowing the issues going in and how they react to it. I do agree with akirby that there are other choices that have no chance of having DPS6 problems.