2013 Ford Escape default without codes

Daniel Owner Fuquay-Varina, North Carolina Posted   Latest   Edited  
Question
Drivetrain
2013 Ford Escape Titanium 2.0L (9) 6-spd (6F35)—1FMCU9J97DUD83352
Default (5Th Gear) Mode No Codes

This has been a nightmare.

Vehicle was originally diagnosed with failure of high and low pressure fuel pumps. Replaced, found continued issues, during test drive. Determined wiring bad at high pressure fuel pump connector. Repaired. On test drive, found vehicle to have torque converter shudder. Rebuilt transmission. Vehicle has had transmission removed and gone through 2 additional times.

Shift from park to reverse, reverse to neutral, no issues. Shift neutral to Drive, veh will go into default (5th gear). Likely this is to protect from slip, turbine speed sensor replaced 2x, VSS/OSS replaced 2x. No signs of slip on scan tool at time of event. No anomalies visible on scan tool at time of command to 5th.

During previous diag trouble shooting, found loose connector at PCM for the OSS. TRS, TSS "signal return" have repaired this wiring for the issue. Again, this wiring would show a limited amount of slip, and then default. It will currently show NO SIGNS of slip, or other oddities at the time of the sudden command for 5th gear.

Have entirely replaced the first gear subassembly with new piston, clutches and seals. New solenoid body has been installed and flashed. Dealership performed full flash of PCM.

Any thoughts or help is greatly appreciated, as this customer is going to murder me soon.

5-6-2020 UPDATE

Tearing into the data yesterday, I was able to find a solenoid and clutch apply chart and compare to the activity for the vehicle. SSE is an ON/OFF solenoid and should energize (ON) in Park, Reverse, Neutral, and 1st gear. SSE is part of the solenoid body which was replaced about a week ago, and did NOT CHANGE THE CONDITION AT ALL.

PCM was replaced with a salvage yard unit, flashed with software, solenoid strategies, and security. Exact same conditions exist.

At this time, we are checking wiring between PCM and Transmission, and attempting to decipher what input would lead the vehicle to go into limp mode.

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John Technician
Franklin, Massachusetts
John Default
 

Check pin tension on transmission bulkhead connector. Issues there usually set fault codes however but worth a look.

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

Absolutely worth an additional look. All connections at transmission connector seem to be solid. Have been through them several times.

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Randy Technical Support Specialist
Cincinnati, Ohio
Randy Default
 

Are there any TSB's if not I'd say it needs a Torque converter.

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

Thanks for the advice, we are on the 3rd converter with the same conditions. There are no TSB's which help at this juncture, which is why I am reaching out here.

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Nathaniel Diagnostician
Ashton, Ontario
Nathaniel Default
 

Daniel, Just to be clear, the failsafe mode issue was not happening before the the first transmission repair? gearsmagazine​.​com/magazine/6f35…

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

That article is why it came out the 3rd time. I replaced every item in 1st gear, including the clutches, drum, and seal. The ORIGINAL problem was a TCC shudder on apply. Failsafe has been the new issue which is preventing delivery.

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Nathaniel Diagnostician
Ashton, Ontario
Nathaniel Default
 

Can you post a scanner screen shot with the transmission range sensor and turbine speed sensor pids graphing while you shift from neutral to drive? It would be helpful to see how quickly we get full engagement.

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

A couple event files from the solus edge.

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Nathaniel Diagnostician
Ashton, Ontario
Nathaniel Default
   

I'm still looking at them as time allows, but I wanted to touch base with you about what I saw on my first look at the first file. To me at least, it shows exactly what they're talking about in the article, slip and/or slow engagement of the 1-2-3-4 clutch, with the module responding by commanding 5th gear.

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

Everything that applies internally has been replaced, the symptom did not change at all. If it is internal, I will be shocked.

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Nathaniel Diagnostician
Ashton, Ontario
Nathaniel Default
 

I looked at the second scan data file last night … That one shows the failsafe fault happening even thought the turbine RPM drops to zero when it should. Interesting. That doesn't mean there isn't still an engagement issue at times, but it wasn't happening then. You're right about SSE. There's no activity there, and that is definitely wrong. Maybe start with disconnecting C1381E at…

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Mike Owner
Cromwell, Kentucky
Mike Default
 

If you pull it quickly down to manual 1st, does it take off in first, or does it default to 5th then as well?

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

The lowest setting on the gearshift selector is "Sport Mode" with a button at the top for up and down. If the veh is put into S mode, it will still go to limp mode.

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Bruce Owner/Technician
New Brighton, Pennsylvania
Bruce Default
 

Don't see a oscilloscope mentioned. Signals should be validated with a scope (circuits for oss/tss) and also look at the abs system, esp the LF wheel for a noisy signal, it would be seen as if the vehicle is traveling at a high rate of speed. Been there done that all over water intrusion or damaged harness.

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Daniel Owner
Fuquay-Varina, North Carolina
Daniel Default
 

that is way over my head. I wouldn't know a good signal from a bad signal.

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