tation (TREAD) Act in 2000. Part of the TREAD Act ad-dresses concerns of low tire pressure.

The TREAD Act legislated that vehicle manufacturers

(Please see TPMS, pg 2)

Rebuilt tough to new vehicle toler-

ances! Includes many parts the com-

petition leaves out.

Ford Fleet Service News

Tires Overview

Tires are designed to operate within a specific range of air pressures. The recommended inflation pressure is printed on the decal on the driver’s door jam (B-Pillar). The decal speci-fies the proper tire inflation. Tire pressure should be checked monthly as recom-mended in the Owner Guide because all tires lose pressure over time.

A tire's inflation pressure can-not be judged by appearance alone. For example; often by the time a low profile radial tire looks low it may be 10 to 15

PSI underinflated.

Some new inexpensive tire pressure gauges’ accuracy can be off by several PSI. Checking the tire inflation pressure re-quires an accurate tire pressure gauge.

TPMS Overview

Tire Pressure Monitoring Sys-tem, or TPMS as it is typically referred to, uses an instrument panel warning light or message center to alert the driver to low tire pressure.

Congress passed the Transpor-tation, Recall, Enhancement, Accountability and Documen-

Tire Pressure Monitors 101

Ford Questions Safety, Repair Costs of Aftermarket Copy Parts

November 30, 2010

Volume 2, Issue 7

FordParts.com 2

Tire Pressure Monitors 1

TPMS Application Chart

4

TPMS Sensor Training 5

Service Messages 7-8

Technical Service Bulletins 9

Coupons & Offers 10-11

Aftermarket Parts 1

Inside this issue:

for the Great Lakes Region

New Ford Motor Company

crash tests show that not all

replacement vehicle parts are

created equal when it comes to

safety and the cost of repair

when an accident occurs.

The low-speed crash tests con-

ducted by Ford showed that a

commonly used copy bumper

beam absorbs less crash energy

than the vehicle’s original

bumper beam or a genuine

Ford replacement bumper

beam. The tests also showed

that vehicles with the copy part

were more likely to experience

unintended airbag deployments

during low-speed collisions.

All of this can lead to higher

repair costs when accidents

occur. Repair estimates show

aftermarket copy bumper

beams can more than double

the repair costs after even a

low-speed accident compared

to a genuine Ford replacement

b u m p e r b e a m .

“This should be an eye-opener

for all consumers. These tests

raise more questions about

unintended airbag deployments

in the event of a future crash,”

said Paul Massie, Ford power-

train and collision product

marketing manager. “They also

highlight the dangers of being

penny-wise and pound-foolish,

as less-expensive copy parts

could lead to much higher re-

pair costs down the road. All

drivers should be aware that

copy parts can compromise

both the safety performance

and the long-term repair costs

o f y o u r v e h i c l e . ”

Aftermarket copy parts are

parts unauthorized by the vehi-

cle manufacturer, often con-

structed with substandard ma-

(Please see Crash Parts, page 6)

“The tests also showed

that vehicles with the

copy part were more

likely to experience

unintended airbag de-

ployments during low-

speed collisions. “

TPMS

must equip all passenger vehicles and light trucks with TPMS by the start of the 2008 model year. Industry-wide compliance was phased in starting with the 2006 model year. The 2003 Explorer and Mountaineer were the first Ford Motor Company products to receive the TPMS system. These systems are required to alert the driver if the tire pressure falls to 25 percent below the manufacturer’s recom-mended tire pressure.

TPMS Technology

Currently, Ford Motor Company vehicles util-ize the direct measurement TPMS sensor. The sensors are very accurate, usually within .25 PSI or less.

Direct measurement TPMS sensors use a small pressure sensor with a built-in battery and transponder. There is one sensor per tire. (The spare tire does not have a sensor in it.) The sensor sends a radio signal at a pre- determined interval to a control module in the vehicle. The control module identifies the signal from each wheel and tracks the tire pressure. If the air pressure drops below a predetermined thresh-old, the control module turns on the warning light on the instrument panel.

When the vehicle begins to move, a switch inside the sensor activates the pressure meas-urement and signal sending function. At about 20 mph, the sensor begins measuring the pres-sure every 30 seconds and transmits the results once each minute to the control module.

Motorcraft sensors complete an electrical con-nection either by a roll switch or an acceler-ometer. The roll switch was used on the 2003-2005 Explorer/Mountaineer and 2003-2006 Expedition/Navigator. All other vehicles use the accelerometer type switch.

The sensors transmit tire pressure data to the control module at 315 Mhz. (Some early sen-sors used 433 Mhz.)

Each wheel sensor has a unique identification code so the control module can recognize each sensor. When the vehicle is parked and has not moved for 15 minutes, the sensors will stop transmitting.

If the tire pressure drops below the minimum setting, the module will turn on the warning light. The warning light will not indicate which tire is low. All tires need to be inspected for proper tire pressure using an accurate tire pres-sure gauge. The recommended tire pressure is located on the tire label on the driver’s door

jam (Pillar behind the front door).

After inflating the tires to the recommended inflation pressure, the vehicle must be driven at 20 mph or more for a few minutes for the light to turn OFF.

Some heavier duty vehicles like F-150, F-Super Duty, or E-Series have tire pressures which are different in the front and rear tires. (Consult the tire label on the driver’s door jam for the recommended inflation pressures.) This is known as the split placard system.

When the tires are rotated on the split placard system, the TPMS system will need to be re-trained to identify where the tires/sensors are located to determine the proper tire pressures.

All Ford and Lincoln/Mercury sensors can be retrained by using Rotunda Tool number 204-363 or Motorcraft Tool number TPMS-19. The valve mounted bolt-on sensors can also use Rotunda tool number 204-324.

Ford Motor Company uses three different de-signs of TPMS sensor:

◊ Valve mounted bolt-on sensors

◊ Banded Sensor

◊ Valve mounted Snap-in Sensors

Valve Mounted Bolt-On Sensors

The valve mounted sensors (also known as a Schrader Valve Sensor) are one-piece “bolt-on” valve mounted sensor where the sensor and valve stem are molded together. The sensor is secured in place by a hex nut and uses a rubber grommet to prevent any leaks. This sensor was replaced by the Banded Sensor.

Banded Sensors

The banded TPMS sensor assembly consists of:

◊ A metal band around the center of the wheel

◊ A cradle or bracket to hold the sensor

◊ A tire pressure sensor

Valve Mounted Snap-In Sensor

Beginning in 2009 with the Escape and F-150, a two piece snap-in valve mounted sensor was used. The sensor and valve stem are separate pieces which are screwed together and can be replaced separately.

The sensor is referred to as “snap-in” because it uses a more traditional rubber valve stem for installation and does not use a hex nut fastener or rubber o-ring for attachment. NOTE: MUST USE NEW STYLE VALVE STEM. It

(Continued from page 1)

(Continued on page 3)

Page 2 Ford F leet Serv ice News Volume 2, I ssue 7

TPMS

also eliminates the need for an expensive stainless steel band and cradle. The sensor is smaller and lighter than previous sensors and less apt to cause tire balancing concerns.

NOTE: Although the three different system use similar methods for communicating, the tire pressure sensors are not interchangeable.

THINGS YOU SHOULD KNOW ABOUT TPMS

Whether the vehicle that you are servicing uses Valve Mounted Bolt-On, Banded or Snap-In TPMS sensors, there are several key items you need to know to properly service the vehicle.

Cold Weather

During colder weather, a drop in ambient tem-perature will cause tire pressure to decrease because air molecules are closer together in the tire. This may cause the TPMS warning light to turn ON. Tire pressure drops 1 PSI for every 10° F drop in ambient temperature.

Mounting Tires onto Wheels

Special care must be taken when removing or installing tires on wheels with the TPMS sys-tem. The sensors can be damaged by the tire machine or the tire if the proper mounting and dismounting procedures are not used. For the proper procedure review the enclosed job aids or the appropriate workshop manual.

Sensor ID

Each Sensor has a unique identification code which is identified by the TPMS control mod-ule. The TPMS module uses this information to ensure that it is monitoring the proper vehi-cle tire pressure and does not receive a stray signal from another vehicle.

Sensor Reset/Training

The TPMS needs to indentify each sensor loca-tion. Heavy duty vehicles may have different tire pressures on the front and rear axles. This is known as split placard. To verify the vehicle has split placard review the tire label on the driver’s door or door jam. The TPMS system needs to identify the locations of each sensor to be able to determine the proper tire pressure setting. When the tires are rotated the system must be reset. A reset tool is included in the Owner Information Kit in the glove box and the Owner Guide has the instructions on how to reset the TPMS system. The tool can be purchased from any Ford or Lincoln dealer or Motorcraft distributor. The Motorcraft part

number is TPMS-19.

For the 2010 model year, some vehicles with the split placard system have a new procedure to reset the TPMS system and do not require the use of the tool. The procedure can be found in the Owner Guide or the Workshop Manual.

Aerosol Inflators With Sealant

Tire inflators with sealant should only be used for emergencies. Use of these products can damage the TPMS sensor and cause the system to malfunction. If these products are used, the TPMS sensor will need to be replaced at the customer’s expense. When the tire is repaired or replaced all of the sealant must be cleaned from the tire and rim to ensure the new TPMS sensor is not damaged.

TPMS Sensor Batteries

All TPMS sensors contain a small battery to power the sensor and the transponder. The batteries are designed to have an estimated life of 10 years or 150,000 miles. When the batter-ies are at the end of the useful life the TPMS system may start setting diagnostic codes. If the vehicle requires replacement tire near 10 years or 150,000 miles, the TPMS sensors should be replaced as part of preventative maintenance.

Tire Pressure

When inspecting the tire pressure setting al-ways use a high quality tire pressure gauge. Inexpensive gauges can be inaccurate. When filling the tire with air, always use clean dry air to prevent damage to the TPMS sensor.

Tire Changers

Tire should be mounted using a tire changer to guarantee a proper fit and to prevent damage to the TPMS sensor. The tire, rim, and changer should be clean of dust and dirt. If dirt or moisture gets into the tire, the TPMS sensor can malfunction. Always use the proper mounting and dismounting procedures out-lined in the Workshop Manual.

Tire Replacement

Always replace the tires with the proper size that were installed on the vehicle as original equipment. This information can be found on the tire label located on the B-Pillar. Failure to do so can cause the TPMS system to operate improperly.

(Continued from page 2)

Page 3 Ford F leet Serv ice News Volume 2, I ssue 7

This graphic breaks down the various

codes in the Department of Transpor-

tation's serial number for tires. The

four digit code shows week and year

the tire was made. Three digit codes

were used in the 90’s.

“In general, tires

should be replaced

a f t er s i x years

r e g a r d l e s s o f

treadwear.”

- Ford owner’s guide

“For the 2010 model

year, some vehicles

with the split placard

system have a new

procedure to reset the

TPMS system and do

not require the use of

the tool. The procedure

can be found in the

Owner Guide or the

Workshop Manual.”

Care must be taken to ensure the that the correct mount and dismount procedure is used for each type of TPMS sensor. Sensors may not

be warrantable because of damage due to: • Improper tire mount and/or dismount procedure. • Being run on a flat or severely under-

inflated tire. • Impact • Improper removal of the valve with the sensor still attached on Valve Mounted Sensors. • Improper sensor re-

moval from the cradle on Band-On sensors. • The use of tire sealant • Sensor port plugged by sealants or other materials (rubber, grease,

balancing materials, etc..) • Mounting on wheels not designed to accommodate TPMS sensors properly • Installing sensors on aftermarket

wheels that do not have TPMS sensors • Moving sensors to aftermarket wheels • Moving sensors to customer provided wheels

Q: How does TPMS work?

A: A vehicle’s TPMS continuously monitors tire pressure through

sensors located in the tires (called a Direct System) orthrough the

ABS sensors to measure wheel speed (called theIndirect System).

The low tire pressure warning lamp illuminates when a tire pres-

sure is low. If the lamp flashes then the system needs to be tested.

Q: What’s the TPMS warning lamp look like?

A: There are two different style icons approved by the TREAD

Act as low tire pressure warning indicators. Ford and Lincoln

Mercury vehicles use an image of a cross-section of a tire with an

exclamation mark inside. (Some OE designs employ the alternate

icon; an image of a top-down view of a vehicle showing all four

tires.)

Q: Can low tire pressure be easily detected visually?

A: Under-inflated tires are hard to detect with the eye. Conse-

quently, tires should be inspected and checked monthly with an

accurate tire gauge. Note: TPM systems are not designed to be a

substitute for regular tire maintenance. Drivers should be encour-

aged to review their Owner Guide for additional information on

tire care and TPMS.

Q: What’s it mean if the TPMS warning lamp comes on?

A: When the TPMS warning Lamp on the instrument panel illu-

minates it means the system has detected at least one tire with

pressure that is low. All the tires should be inspected and the tire

pressures adjusted as soon as possible. The lamp will go out after

the tires are properly inflated and the vehicle is driven two min-

utes over 20 mph (33 kph).

Q: What’s it mean if the warning lamp goes on and off?

A: The warning lamp may illuminate for a short period of time

and then go out on cold mornings. This is generally caused by

marginally low tire pressure that drops below the minimum tire

pressure overnight. As the vehicle is driven the air in the tire heats

up and expands causing the tire pressure to rise above the mini-

mum level. This causes the warning lamp to turn off. (Note:

Every 10 degree drop in ambient air temperature results in a one

psi drop in tire pressure). The tire pressure needs to be inspected

when the tires are cold. The tire pressure needs to adjusted ac-

(Continued on page 6)

TPMS Q&A

cording to the pressures indicated on the tire

label on the driver’s door jam.

Q: What’s it mean if the warning lamp flashes

on and off and then stays lit?

A: TPMS is designed to warn the driver when

the system is not working properly. A system

malfunction is indicated by a flashing of the

TPMS warning lamp for 60 to 90 seconds. The

warning lamp will stay lit after the flashing

ends. This sequence repeats every time the

vehicle is started until the concern is corrected.

(Note: Prior to September 2007, the Ford sys-

tem would flash and then go OFF to signal a

fault.)

Q: Why is proper tire inflation important?

A: Proper tire inflation is important for safe

vehicle operation. Vehicles with properly in-

flated tires exhibit the optimum in ride and

handling characteristics, tire life, as well as fuel

economy.

Q: Why does tire pressure change?

A: Tire pressure drops about one psi for every

10 degree F drop in ambient temperature. In

addition, tires lose as much as 1.5 psi per

month as air escapes naturally from the poros-

ity of the tire and rim.

Q: What is the TREAD Act?

A: The TREAD Act is a law administered by

the National Highway Traffic Safety Admini-

stration that requires that all passenger cars,

light trucks, and vans (Gross weight less than

10,000 pounds) be equipped with TPMS start-

ing in model year 2008 (specifically September

1, 2007). Incomplete vehicles under 10,000

GVW have until September 1, 2008. The pro-

gram was phased-in starting in the 2006 model

year.

Q: Can other aftermarket devices affect the

TPMS system?

A: Some aftermarket devices can cause radio

frequency interference that will block the

TPMS sensor signal causing an intermittent

concern. This can cause the TPMS lamp to

illuminate. Some of the more common items

are: cell phone chargers, GPS power supplies,

or any other aftermarket electronic device. Un-

plugging the aftermarket devices can help de-

termine if they are the cause of an intermittent

concern.

(Continued from page 5)

terials in order to be marketed as a cheaper alter-

native to authorized replacement parts. Ford

replacement crash parts, including all structural

parts, are identical to those used in new vehicle

production and operate seamlessly with the vehi-

cle’s safety system.

The crash tests underscore the results of Ford’s

previously released Computer Aided Engineering

testing, definitively showing that the copy parts

are not “like kind and quality” to the original

equipment manufacturer parts – as is required by

many states – and will not return a vehicle to pre-

accident condition.

Ford’s efforts, spurred by concerns voiced about

copy parts throughout the collision repair indus-

try, examined OEM and aftermarket copy

bumper beams for the Ford Mustang from the

2005 through 2009 model years. The parts were

first put through a 6-mph frontal impact sled

test, then corresponding bumper absorbers and

bumper isolators were added for 5-mph and 8-

mph full-vehicle flat barrier crash tests.

More airbag deployments

Data from the 8-mph crash barrier test demon-

strated that the amount of crash energy absorbed

by the aftermarket copy bumper beam is less

than that of the OEM beam. The data also

showed that the frequency of airbag deployments

at low speeds will increase with the use of the

copy bumper beam, absorber and isolator be-

cause the copy parts do not transmit the crash

pulse as effectively to the crash sensors to indi-

cate when an airbag should be deployed.

“Genuine Ford parts are designed to work prop-

erly with the entire vehicle structure, just like a

brand-new car,” said David Bauch, Ford sensor

technical specialist. “The pulse to the airbag sen-

sors will change with the aftermarket bumper,

affecting the sensor’s decision to deploy or not to

deploy an airbag.”

(Continued from page 1)

(Continued on page 7)

TPMS Q&A

Crash Parts

“Data from the 8-mph

crash barrier test

demonstrated that the

amount of crash energy

absorbed by the

a f t e rma r k e t c o p y

bumper beam is less

than that of the OEM

beam. “

Low Tire Pressure Warning

T h i s

i n d i c a t o r

illuminates

when your

tire pressure

is low. If the light remains

on at start up or while

driving, the tire pressure

should be checked. Refer

to Inflating your tires in

the Tires, Wheels and

Loading chapter. When the

ignition is first turned to

on, the light will illuminate

for three seconds to

ensure the bulb is

working. If the light does

not turn on, contact your

authorized dealer as soon

as possible. For more

information on this

system, refer to Tire

pressure monitoring

system (TPMS) in the

Tires, Wheels and Loading

chapter.

~ 2010 Explorer

Side-by-side visual comparisons following each

test also offered striking differences, with the

aftermarket beam failing to perform in a man-

ner consistent with that of the genuine Ford

part.

“The copy bumper beam had an aftermarket

absorber made of polystyrene and an aftermar-

ket isolator. The stacking up of these parts

changed the crash characteristics of the entire

bumper assembly, which is why Ford conducts

both component-level crash testing and sys-

tem-level testing on all of its vehicles,” said

Roger Chen, Ford crash development engineer.

The sled test, a component-level test used to

determine how a single part will react under

dynamic crash conditions, showed the after-

market copy bumper beam failed to absorb

energy like that of the genuine Ford beam, with

deceleration and velocity measurements incon-

sistent with those of the OEM part. The copy

part crushed nearly flat on each end and dis-

played little energy absorption, while the Ford

part suffered only slight intrusion on the sides

and absorbed more crash energy before re-

bounding close to its original form.

Double trouble with higher repair costs

In each test, the genuine Ford parts performed

as designed and resulted in a substantially lower

estimated repair bill, while the copy parts led to

significantly higher repair costs.

(Continued from page 6)

Service Messages

2009 - 2010 F-150 4X4 vehicles with 6R80 Transmission only. Some customers may be concerned

with a rattle noise that occurs at 25-30 mph in 4X2 only, during lugging events especially on uphill

inclines when the engine load is increased during the maneuver. It also may surface during tip outs

during the same speed range and lugging conditions. This is the result of high torsional inputs from

the powertrain being transmitted through the torque converter and transmission into the rest of the

driveline. The noise has been determined to be the mode clutch arrangement in the transfer case

(both ESOF and MSOF). Replacement of components will not alter the condition. This is a nor-

mal vehicle characteristic and service should not be attempted. This condition does not affect per-

formance or durability of the vehicle.

2009 - 2010 F-150 - Driveline Rattle Noise 25-30 MPH Under Load In 4X2 Mode - 4X4 6R80 Units Only

When ordering Crown Victoria Commercial Heavy Duty Vehicles with keyed alike option 437, only

the two original vehicle PATS keys are programmed into the PCM and able to start the vehicle.

Additional PATS keys will need to be programmed at the dealership as described in option 437 of

the order guide. Spare key programming instructions can be found in section 419-01B of the work-

shop manual. Less than 8 keys use spare key programming, over 8 keys will require unlimited key

mode programming procedure.

2010 - 2011 Crown Victoria Commercial Heavy Duty Vehicles Ordered With Keyed Alike Option

Some 2010 Fusion/ Milan/ MKZ vehicles built on or before 5/12/2010 may exhibit chrome peel-

ing or wrinkles on the left front (5422601) or right front (5422600) interior chrome handles. This

may be due to variations in the material curing process of the finish. Service part inventory has been

purged of the suspect stock. Replacing the part with current inventory will correct this issue. Refer

to the on line version of the workshop manual (section 501-14) and service labor times standards for

repairs.

2010 Fusion/ Milan/ MKZ - Left or Right Front Interior Door Handle Chrome Peeling or Wrinkles - Before 05/12/2010

Some 2007 - 2008 Escape/ Mariner vehicles equipped with a 3.0L engine may exhibit excessive en-

gine and/ or exhaust noise, or exhaust odor due to an exhaust leak at the joint between the catalytic

converter manifold flange and cylinder head joint. The malfunction indicator lamp (MIL) will not

be illuminated, and no diagnostic trouble codes (DTC) will be present. If verified, reference updated

workshop manual, 303-00, exhaust manifold cleaning and inspection procedure. It may not be nec-

essary to replace the catalytic converter manifold assembly.

2007 - 2008 Escape/ Mariner - 3.0L Engine - Excessive Engine/Exhaust Noise or Exhaust Odor

Improve engine performance. Use

Cetane Booster year round and

Anti-gel below 30 deg.

6.7L Diesel equipped vehicles that experience a hard start, lack of power, rough run, MIL DTC

P0087/ P008A or noise condition after fuel filter service may indicate that air is entering the system

through the filter bowl seal or drain. The filter bowl seal is on the inlet side of the DFCM and can

provide a path for air ingestion. Do not reuse the DFCM filter housing seal. Replace and prevent

seal damage prior to installation. Tighten the filter bowl until it contacts the mechanical stops. Tip:

The water in fuel sensor and the water in fuel drain should be perpendicular to the frame rail when

fully seated. Purge air from the fuel system by cycling the ignition key "on" for 30 seconds and "off"

a total of 6 times prior to starting the engine.

2011 F650/ F750 - Check Engine Lamp May Not Illuminate Immediately After The Engine Is Re-Started

Page 8 Ford F leet Serv ice News Volume 2, I ssue 7

2010 Crown Victoria and Grand Marquis, No Communication/ Non Functional Driver's Door Module

2010 Crown Victoria and Grand Marquis vehicles build before 06/30/2010 that exhibit a loss of

drivers door module (DDM) controlled functions such as power mirrors, power door locks, power

trunk release and an interior light/ door ajar light staying on, check circuit 1523 at F2 in the CJB and

then at C501B at the DDM. If the fuse is ok and there is no power at the DDM on circuit 1523,

check wiring for damage in the area of the crimp connection at S254 located in the grommet of the

driver's door.

Effects of Diesel Particulate Filter Systems on Oil Life

Diesel Particulate Filters trap

exhaust soot which builds up

over time. When the DPF

system senses high exhaust

system back pressure it starts

the regeneration process.

Extra fuel is injected during the

exhaust stroke which lights off

in the DPF and burns off the

soot similar to blowing

charcoal. Operating in cold

temperatures, extended idling.

low speed operation, using low

cetane fuel or bio-diesel fuel

produces more soot than

normal and causes more

frequent DPF regeneration.

It’s normal for some of the

extra fuel to get past the

p iston r ings. Frequent

regeneration between oil

changes can cause excessive

fuel to build up in the

crankcase. Failure to change oil

based on engine hours can lead

to various problems such as:

◊ Oil level that “grows”

◊ Excessive smoke

◊ Worn camshaft, lifters,

rocker arms, valve stems

◊ Charge Air Cooler full of oil/

fuel

◊ Runaway engine

◊ Oil ingestion causing lockup,

connecting rod damage,

blown engine

◊ Blown head gaskets

One engine hour is equal to 25

road miles. Change oil at 200

hour intervals.

F-Super Duty trucks equipped with a 6.7L engine require periodic maintenance of the cooling system

at intervals around 15,000 miles (24,000 Km) or 600 engine hours, whichever occurs first. Vehicles

equipped with the optional message center will display a "check coolant additive" message when this

service is required. Rotunda test kits # 328-00001 and 328-00008, or equivalent, are required to

properly test for nitrite contamination and the corrosion inhibitor level. These kits can be ordered

by contacting Rotunda at 1-800-Rotunda (768-8632), option 2. Refer to workshop manual section

303-03B for details on how to check coolant condition and additive strength, and section 413-01 for

the instrument cluster coolant maintenance reminder reset procedure. Owners can also refer to the

diesel owner guide supplement for additional information.

6.7L Diesel - Check Coolant Additive Warning Message - Service Tip

Service Messages

An "enhanced" re-manufactured short block engine (6009) is now available. The new short block is

being built-up to a higher level than the prior version, and contains a package that includes the ma-

jority of the fasteners and gaskets required to properly complete the repair. Along with the engine,

there is a instruction sheet that contains directions on how to properly assemble the re-manufactured

engine. This instruction sheet also includes repair robustness actions that need to be followed when

installing the enhanced short block. Warranty analysis indicates a high incidence of repeat repairs on

vehicles that have previously had the short block replaced. Analysis of the repeat failures indicates

that performing the repair robustness actions will significantly reduce the potential for repeat engine

failures.

2008 - 2010 6.4L - Enhanced Short Block And Repair Robustness Procedure

Some 6.7L diesel equipped chassis cab vehicles may exhibit frequent diesel particulate filter (DPF)

regeneration events when operated in high humidity, high load drive cycle conditions (typically pull-

ing a trailer and/ or going up a grade) and may also be accompanied by diagnostic trouble code

(DTC) P2459 stored in the powertrain control module (PCM) memory. If normal diagnostics as

directed by service publications lead to DPF replacement, do not replace the DPF for this concern.

Carry out the diesel particulate filter manual regeneration with the scan tool and advise the customer

to follow all drive to clean exhaust messages on the message center, to use fuel with no higher than

20% biodiesel content and of conditions that may cause the DTC.

6.7L Diesel - Chassis Cab (Only) - Frequent Regen In High Humidity Conditions

Some 2010 F-150 4X4 vehicles equipped with 5.4L engine and 6R80 transmission built on or before

8/15/2010, may exhibit a 100-200 rpm surge when cold only. This condition may be present at road

speeds between 25-35 mph (40-56 km/h), engine speed between 950-1100 rpm only and will not be

present once transmission fluid temperature reaches 104 degrees F (40 degrees C). Refer to TSB 10-

24-01 and follow the service procedure for reprogramming the powertrain control module (PCM)

and transmission control module (TCM) to calibration release 69.01 and higher. Calibration files can

also be obtained at www.motorcraft.com.

TSB 10-24-01- 2010 F-150 - 5.4L - 6R80 4X4 - Surge When Cold Only

Page 9 Ford F leet Serv ice News Volume 2, I ssue 7

TSB 10-23-07 - 2008 - 2011 Crown Victoria/ Grand Marquis/ Lincoln Town Car - Transmission Cooler Leak

Some 2008 - 2011 Crown Victoria, Grand Marquis and Lincoln Town Car vehicles may exhibit a

transmission cooler leak at the top left side (driver's side) of the transmission cooler tube area. Refer

to TSB 10-23-07 and follow the service procedure to replace the transmission cooler/ condenser

core assembly with a new updated part. Refer to workshop manual, section 412-01.

TSBs are supplements

to the Workshop

Manuals. They provide

in-depth technical

diagnostic information,

new service procedures

and revised parts

information. TSBs do

not change or extend

the vehicle’s warranty.

TSB 10-23-09 - 2011 F-250, F-350, F-450, F-550 S/D - 6.7L - Calibration Update - Various Issues - Built On Or Before 11/5/2010

This article supersedes TSB 10-18-02 to add additional vehicle lines and additional calibration con-

tent. Some 2011 F-Super Duty vehicles equipped with a 6.7L engine and built on or before

11/5/2010 may exhibit delayed manual Upshifts from 1st to 2nd gear when in Select Shift mode

while going down a grade, harsh/ delayed 1-2 or 2-1 shifts, a harsh 2-3 upshift on the first drive away

of the day after an extended vehicle soak. The diesel exhaust fluid (DEF) warning messages won't

reset after refilling DEF tank with key on engine running (KOER), malfunction indicator light (MIL)

on with diagnostic trouble code (DTC) P2459, P2463, and/ or P246C for diesel particulate filter

(DPF) restrictions, vehicles modified for rail applications that will not re-engage power take-off

(PTO) operation or speedometer inoperative after riding on the tracks with the front wheels off the

ground and customer access circuits for vehicle speed output (VSOUT) signal that are inoperable.

Refer to calibration content for additional details. Refer to TSB 10-23-09 and follow the service pro-

cedure to correct this condition by reprogramming the powertrain control module (PCM) and the

transmission control module (TCM) to the latest calibration using IDS release 69.07 and higher.

Calibration files may also be obtained at www.motorcraft.com.

Some 2005 - 2010 E-Series cutaway vehicles equipped with 6.8L engine, shuttle bus applications,

may exhibit a lack of engine RPM, hesitation, and rough running concerns at or near idle with or

without diagnostic trouble codes (DTCS) P0505, P0506. These concerns may be due to aftermarket

generator installations and/ or front end accessory drive (FEAD) modifications to production vehi-

cles. Refer to TSB 10-23-05 and follow the service procedure to correct the condition. This article

only applies to modified production vehicles and is information only and not a warrantable concern.

Technical Service Bulletins

TSB 10-23-03 - 2011 F-250, F-350 - Single Rear Wheel (SRW) - Electronic Locking Differential (ELD) - Binding - Unable To Unlock

Some 2011 F-250 and F-35k0 vehicles equipped with SRW and ELD built on or before 9/22/2010

may exhibit a binding condition, unable to unlock. Refer to TSB 10-23-03 and follow the service

procedures to reprogram the anti-lock brake (ABS) module to the latest calibration using IDS release

69.04 and higher. Also replace the differential case if binding or unable to unlock. Refer to the

workshop manual (WS) section 205-05D. Calibration files can be obtained at www.motorcraft.com.

TSB 10-23-05 - 2005 - 2010 E-Series - 6.8L - Shuttle Bus - Lack of RPM, Hesitation, Runs Rough - DTCS P0505, P0506

Technical Resource Center

Want access to Ford TSBs,

Service Manuals, Wiring

Diagrams, Training and a

lot more? Ask your Ford

Dealer or Motorcraft Dis-

tributor about full access to

the Ford Fleet Technical

Resource Center.

About the Fleet Customer Information Center

Ford Motor Company is continuously striving to provide fleet customers with efficient, high-

quality service. Our mission is to provide you with "best-in-class" customer service from our

staff of highly-trained business analysts.

Ford's Fleet Customer Center (1-800-34-FLEET) provides a single source for answering

fleet-related questions. We offer a wide variety of assistance to help you establish a fleet account,

reset your Fleet Website password, obtain order status and information on fleet programs, and

obtain warranty information. We also offer assistance with Vehicle Special Order (VSO) and

Rental (FRCS/LMCRS) questions.

Please have the following information available when you call or email.

◊ Fleet Identification Number (FIN)

◊ The Dealer Code for your order

◊ Body Code of the vehicle

◊Factory Order Number OR Vehicle Identification Number (VIN)

Ford Fleet Customer Information Center

1-800-34-Fleet (1-800-343-5338)

Monday – Friday

Option 1: FIN Enrollment and Fleet Website Access

Option 2: Vehicle Special Order and the Fleet

Customer Information Center (Fleet CIC)

Option 3: Fleet Service

We’re on the Web! Check us out at ww.fleet.ford.com

Your Ford Great Lakes Fleet Team Kevin Naro - Great Lakes Fleet Manager - Chicago, Eastern Wisconsin

Jane Evans - Fleet Zone Manager - Indiana, Illinois, Twin Cities

Tom Ozbolt - Fleet Zone Manager & Newsletter Editor - Michigan, Northern Ohio, Western PA, Western NY

Laura Beth Hiers-Ellis - Fleet Zone Manager - Southern Ohio, West Virginia, Kentucky