You may have noticed that your scanner reported a small “c’ in the IDN when it scanned and identified the transmission. You entered a capital ‘C’. Your scanner reported a failure on IDN. It would be interesting to try this again with a small ‘c’…
@@052RC the scanner reported the IDN with a capital D and a small c. Why would it do that if case is irrelevant? Have you actually tried successfully entering with and without the correct case? Kenny also commented in this video that he tries to enter the correct case. To a computer c is not equal to C.
@@SteveHall1962 I'll say it again. Its not case sensitive. How do I know this? I'm s senior master Ford tech. Its the highest level certification Ford offers. "Have you actually tried successfully entering with and without the correct case?" Literally every single day at work. In all the years I've been doing this, I don't recall a single issue where something was case sensitive. Since you know so much, I'll ask you a question. As I'm sure you already know, Ford has 2 part/ID numbers on parts like this. The regular number and the engineering part number. You need to know both because Ford likes to make things complicated. Half the time you need one, and half the time you need the other. Why didn't you tell Kenny he needed both numbers? All he has to do is call any Ford or Lincoln parts department and ask for the engineering part number. Every Ford tech has to ask for this number several times a day, so they'll know exactly what you're asking for when you call.
I use to use black tape and do exactly what you're doing until I had to take it off a few years later....what a sticky ass mess that was when it had oil based fluids on it (plus other vehicles I've done over the years). I switched over to non stick vinyl tape and zip tie or use heat shrink if I can to keep it from coming off.
Torque wrench i seen you do this many times and seen how to calibrate one . I have own the same wrench for 30 years are so and never set it back to zero i didnt know i was suppose to will i check it about 6 weeks ago and its spot on .am i lucky maybe
Its true. Its considered very common knowledge. That said, I'm not trying to fault you. I've made just as many mistakes as everyone else, and probably more. If it tests good, keep using the wrench and just remember to set it back to zero after use.
Hey Mr Kenny, I am possibly getting ready to replace the valve body, i guess the outer casing should not be to hard but can you advise me of anything i need to consider when removing the valve body and or how hard was that? Because it is a tight area or if you have a video doing so that would be awesome.
Mercedes kompressor 2 door had the same issues. A customer came in the shop stating that there was trans fluid dripping from under dash. What no way it impossible. Well it was true. Trans fluid was traveling up the wiring harness and dripping from behind the glove box. Mercedes had an updated valve body and new connector. Mind blower but I made good money repairing them.
I think you may have missed a step. I watched a man reprogram a transmission and the first thing he did was have the computer identify new modules and load data from them, then he went to the section where he entered the numbers. Do you have step like that available on your scanner?
This isn't what he did. There are 2 different procedures, and he wasn't too clear about it. Reprogramming the transmission really means reprogramming the TCM, or transmission control module. The TCM isn't in or on the transmission in the Escape. Its part of the PCM and is buried in the LF wheel well. You wouldn't normally reprogram the TCM if you are just doing a valve body. The other procedure is a relearn. That's what needed to be done. Every manufacturer does things differently, and watching the video, he didn't do things in the right order when he was using the scan tool. Its not really his fault because they don't make it clear in the instructions. Also, Ford has a 2nd part number called the engineering part number. You would need that number as well. Unless you work for Ford, its highly unlikely that you would ever know that. The procedure you're talking about above, is a TCM reprogram. When he first connected the scan tool before starting the job, he downloaded the software on the TCM to his scanner. When the job was finished, he reprogrammed the TCM with the software on the scanner. If you don't have the software to do the reprogram, you need a scan tool that is capable of connecting to Fords network and getting the software directly from Ford. If you don't work for Ford, you'll need an account set up, along with security clearances before you can access any of that information. Its pain in the ass unless you're a Ford tech.
I'm pretty sure I know where you went wrong. Your scan tool was telling you to upload the programming before you stat the job. When you finish the, the scanner programs the modules using the information that was uploaded in the beginning. Since the programming information wasn't on your scanner, it has to connect to Fords network to get it. Its called as built data. Ford stores programming data for all of the modules the vehicle was built with. If you continue to have issues, check the PCM/TCM. They put it in a really bad location. Its right next to the trans, but you have to go through the wheel well to access it. Since its so close, what happened on one end of the wiring harness could very well happen to the other end. Also, that motor has been out of the vehicle. If they didn't take the time to make sure the PCM box was sealed correctly, it can fill up with water.
I have found In transmission electrical connectors the transmission Fluid itself does not cause a lack of connection when the pin fitment And tension is correct but I have work on ford truck where the transmission fluid has enough clutch material in it that It was actually electric Conductive.. I might be crazy but But this is my theory anyway I had a Ford r 100 That I replaced the old ring on the electric connection that drops down into the valve body.. I.e. Goes down from above the transmission PAN into the PAN. And before I replaced the Orings and connector I had just pulled it out and cleaned it off with brake clean and worked perfectly. I'd test Drive it it would be fine and then the next morning it would set codes again for shift Cylinoids. I finally replaced the old rings and the connector there was no longer an issue until a few months later the transmission Finally went out May sound a little crazy but if there's metal material in the transmission fluid. It can be conductive. I don't know.
Speaking of valve bodies, back in the early 50's the valve bodies for the fordomatics had to be selectively assembled, to get just the right feel of the spools sliding back and forth on their bores. They used blind people for that job because of their heightened sense of touch.
I paused and read the screens on your scanner and it said to do a certain procedure with the shifter and then drive it a certain way so the system "learns" how to work with the new part. If that works, you don't need to hire a programmer.
Was your scan tool connected to the internet? Seems like it would need to access where the trans characterization resides. Ask your programmer next time
Well you certainly tried your best to program the transmission. Well done and Keep Wrenching my brother.
some body really Rammy was in there before you , you where the right mechanic to do this repair .
Thanks Kenny!
I just hate cable refitting! Great job!
Great video production showing the key moments.
You may have noticed that your scanner reported a small “c’ in the IDN when it scanned and identified the transmission. You entered a capital ‘C’. Your scanner reported a failure on IDN. It would be interesting to try this again with a small ‘c’…
Its not case sensitive.
@@052RC the scanner reported the IDN with a capital D and a small c. Why would it do that if case is irrelevant? Have you actually tried successfully entering with and without the correct case? Kenny also commented in this video that he tries to enter the correct case. To a computer c is not equal to C.
it did say that the IDN was the one on the transmission tag ?
@@SteveHall1962 I'll say it again. Its not case sensitive. How do I know this? I'm s senior master Ford tech. Its the highest level certification Ford offers.
"Have you actually tried successfully entering with and without the correct case?"
Literally every single day at work. In all the years I've been doing this, I don't recall a single issue where something was case sensitive. Since you know so much, I'll ask you a question. As I'm sure you already know, Ford has 2 part/ID numbers on parts like this. The regular number and the engineering part number. You need to know both because Ford likes to make things complicated. Half the time you need one, and half the time you need the other. Why didn't you tell Kenny he needed both numbers? All he has to do is call any Ford or Lincoln parts department and ask for the engineering part number. Every Ford tech has to ask for this number several times a day, so they'll know exactly what you're asking for when you call.
I use to use black tape and do exactly what you're doing until I had to take it off a few years later....what a sticky ass mess that was when it had oil based fluids on it (plus other vehicles I've done over the years). I switched over to non stick vinyl tape and zip tie or use heat shrink if I can to keep it from coming off.
Torque wrench i seen you do this many times and seen how to calibrate one . I have own the same wrench for 30 years are so and never set it back to zero i didnt know i was suppose to will i check it about 6 weeks ago and its spot on .am i lucky maybe
Its true. Its considered very common knowledge. That said, I'm not trying to fault you. I've made just as many mistakes as everyone else, and probably more. If it tests good, keep using the wrench and just remember to set it back to zero after use.
SODA is a drink 🥤solder is joining wires together
Hey Mr Kenny,
I am possibly getting ready to replace the valve body, i guess the outer casing should not be to hard but can you advise me of anything i need to consider when removing the valve body and or how hard was that? Because it is a tight area or if you have a video doing so that would be awesome.
That was a pretty involved maintenance job. If you don't mind me asking...how many shop hours did that take?
Mercedes kompressor 2 door had the same issues. A customer came in the shop stating that there was trans fluid dripping from under dash. What no way it impossible. Well it was true. Trans fluid was traveling up the wiring harness and dripping from behind the glove box. Mercedes had an updated valve body and new connector. Mind blower but I made good money repairing them.
When you did the second “7” numbers I saw both times you input a “0” as the first number. Was it maybe supposed to be a “O” letter instead?
That's technology for you 😯
I think you may have missed a step. I watched a man reprogram a transmission and the first thing he did was have the computer identify new modules and load data from them, then he went to the section where he entered the numbers. Do you have step like that available on your scanner?
Plug and play
This isn't what he did. There are 2 different procedures, and he wasn't too clear about it. Reprogramming the transmission really means reprogramming the TCM, or transmission control module. The TCM isn't in or on the transmission in the Escape. Its part of the PCM and is buried in the LF wheel well. You wouldn't normally reprogram the TCM if you are just doing a valve body. The other procedure is a relearn. That's what needed to be done. Every manufacturer does things differently, and watching the video, he didn't do things in the right order when he was using the scan tool. Its not really his fault because they don't make it clear in the instructions. Also, Ford has a 2nd part number called the engineering part number. You would need that number as well. Unless you work for Ford, its highly unlikely that you would ever know that.
The procedure you're talking about above, is a TCM reprogram. When he first connected the scan tool before starting the job, he downloaded the software on the TCM to his scanner. When the job was finished, he reprogrammed the TCM with the software on the scanner. If you don't have the software to do the reprogram, you need a scan tool that is capable of connecting to Fords network and getting the software directly from Ford. If you don't work for Ford, you'll need an account set up, along with security clearances before you can access any of that information. Its pain in the ass unless you're a Ford tech.
Happy Monday Mr Kenny, hope you had a great day 🎉😊
Good video Kenny.
I'm pretty sure I know where you went wrong. Your scan tool was telling you to upload the programming before you stat the job. When you finish the, the scanner programs the modules using the information that was uploaded in the beginning. Since the programming information wasn't on your scanner, it has to connect to Fords network to get it. Its called as built data. Ford stores programming data for all of the modules the vehicle was built with.
If you continue to have issues, check the PCM/TCM. They put it in a really bad location. Its right next to the trans, but you have to go through the wheel well to access it. Since its so close, what happened on one end of the wiring harness could very well happen to the other end. Also, that motor has been out of the vehicle. If they didn't take the time to make sure the PCM box was sealed correctly, it can fill up with water.
Never is a common practice to reuse gaskets especially for a major component.
I have found In transmission electrical connectors the transmission Fluid itself does not cause a lack of connection when the pin fitment And tension is correct but I have work on ford truck where the transmission fluid has enough clutch material in it that It was actually electric Conductive.. I might be crazy but But this is my theory anyway I had a Ford r 100 That I replaced the old ring on the electric connection that drops down into the valve body.. I.e. Goes down from above the transmission PAN into the PAN. And before I replaced the Orings and connector I had just pulled it out and cleaned it off with brake clean and worked perfectly. I'd test Drive it it would be fine and then the next morning it would set codes again for shift Cylinoids. I finally replaced the old rings and the connector there was no longer an issue until a few months later the transmission Finally went out May sound a little crazy but if there's metal material in the transmission fluid. It can be conductive. I don't know.
I miss the old transmissions that either they worked or they didn't....no electronic BS!
Have you ever sent a message about a problem like this to the scanner tech support when you had time for an answer from china?
Speaking of valve bodies, back in the early 50's the valve bodies for the fordomatics had to be selectively assembled, to get just the right feel of the spools sliding back and forth on their bores. They used blind people for that job because of their heightened sense of touch.
Thank you for all your information it is very interesting God bless you and all your family
Just make sure you don't over fill the transmission!! Never hear the end of it
That 4 may have been a Y
I paused and read the screens on your scanner and it said to do a certain procedure with the shifter and then drive it a certain way so the system "learns" how to work with the new part. If that works, you don't need to hire a programmer.
………………………….,,,,,,,,,,,,,,,,,,,,,,,,,,, how much for that repair if u don’t mind sharing
😎👍😎
You either win some, or you learn from it.
I back off my dial torque wrench.
Was your scan tool connected to the internet? Seems like it would need to access where the trans characterization resides. Ask your programmer next time