Calling all Lariat Owners with the FX4 package

[RangerBill]

So they are saying the slipping at first start is normal? Not going to damage the tranny?

If you are referring to the "jet engine" sound at start-up being the "slip", that is the cooling fan running at a higher speed for a minute or two after a cold start-up. It roars loudly until then. It is not a transmission slip.

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[Tooch]

If you are referring to the "jet engine" sound at start-up being the "slip", that is the cooling fan running at a higher speed for a minute or two after a cold start-up. It roars loudly until then. It is not a transmission slip.

No. I get that noise as well. Still the truck barely moves. Wait a few seconds and it starts moving and a little jerky.
Never in my life would I think a transmission that seems to be slipping is ok. If it's not a problem I wish Ford would say so. Wouldn't the service people know by now on how that transmission operates.

 

[RangerBill]

No. I get that noise as well. Still the truck barely moves. Wait a few seconds and it starts moving and a little jerky.
Never in my life would I think a transmission that seems to be slipping is ok. If it's not a problem I wish Ford would say so. Wouldn't the service people know by now on how that transmission operates.

I don't notice that on my 2019 Ranger.

 

[Tooch]

I don't notice that on my 2019 Ranger.

Bring it to the dealer tomorrow and leaving it overnight and returning in the morning to do the startup with a tech in the truck to experience the problem.

 

[RangerBill]

Bring it to the dealer tomorrow and leaving it overnight and returning in the morning to do the startup with a tech in the truck to experience the problem.

Sounds like a good plan.

 

[gtyates]

My 2019 also hated to run cold. Bad shifts and rpm's would hang from time to time. On my early build 2019 there was a TSB for a PCM reflash. Had this done a few weeks ago. All I can say is, wow, it truly resolved the issues! My dealer did remark, however, that this transmission we have does not like to run cold, period. I park in a garage at home and in the office. I usually start it and let it run for a minute or so before driving it. So maybe the the newer trucks need a similar reflash? I am the second owner of my truck. The first owner updated nothing. No sync updates, no map updates, and this pcm reflash was not done. Now everything is up to date.

 

[Shoran12]

Hi Trent,

You will find that Cold Start on the emission test cycle when the Feds okay calibration for emissions is the worst part of the Federal Test Program. AKA first "Bag" which is where the tailpipe emissions goes, and a First Bag failure flunks the whole calibration effort, so it is key to get good first Bag numbers out of the three Bags of the FTP. This can lead to somewhat "clunky" performance for the first few minutes. Feds look at results of the test and do not care one bit if driveability is degraded... Vehicle had to pass the "test". Normally the cold start needs a lean mixture and can result in what you feel. Thus the "warm up" comments, but Ford says, start it and go. This is what I do. Fire it up and back out of the drive and down the street...

I think your vehicle is operating normally, but take it to the dealer to ensure there are no error coded, however lack of a CEL is an indicator of normal operation.

Side Bar,

Today's vehicle in Los Angles inhale the air and emit cleaner air than they intake... In other words, today's vehicles clean LA air...

Sorry to ramble on here...

Best,
Phil

Phil, sorry to dig up an old post. Does this answer why when cold my RPMs rev up much higher than normal when shifting from first to third. I’ve been using the remote start since I got the truck and it’s been very cold. When I dont remote start the first two minutes of shifting when 1st to 3rd, with light to moderate pedal pressure has the truck see 3000 rpm’s if so. RPMs semi to hang a considerable amount. I wound say any harsh shifts, maybe some jumpy downshifts. I really noticed this today when hoping back in my truck from a 10-15 minute stop at the gas station. Figured truck was still warmed up since I drove home an hour and this stop was after that. Also much louder but wondering if that may be the cooling fan?

 

[P. A. Schilke]

Phil, sorry to dig up an old post. Does this answer why when cold my RPMs rev up much higher than normal when shifting from first to third. I’ve been using the remote start since I got the truck and it’s been very cold. When I dont remote start the first two minutes of shifting when 1st to 3rd, with light to moderate pedal pressure has the truck see 3000 rpm’s if so. RPMs semi to hang a considerable amount. I wound say any harsh shifts, maybe some jumpy downshifts. I really noticed this today when hoping back in my truck from a 10-15 minute stop at the gas station. Figured truck was still warmed up since I drove home an hour and this stop was after that. Also much louder but wondering if that may be the cooling fan?

Hi Shane,

A couple things going on here. First let's take the fan, The roar you hear is called morning sickness. Overnight the lock up fluid through gravity, drains to the bottom of the clutch and locks the fan on until it slowly slings outward and the fan goes from lock up driven to freewheeling. This is a chronic problem unless calibrated out but not perfect

Now to the high rpm. Cold start Federal Government Test Procedure drives this cold start RPM. The FTP test has exhaust sampling for three stages of the test. The samples are collected via Bags or capture containers So you have Bag 1, (cold start) etc. So most of the Hydrocrabons are due to cold start. The first bag so to speak is lowered by keeping the engine at higher rpm until the vehicle warms up. The calibration is adjusted for what is considered Warmed up..can vary by temp and time.

Btw the FTP procedure also contains several idle periods and this is why ASS was invented to help with the Fuel Economy numbers as no idle emissions from a stopped engine, eh? Not really achievable in the real world for the most part.

Now this is explanation from 20 years ago and technology has moved forward but you can get a feel for what and why things go on with a computer controlled engine, eh?

I had to support CARB testing for a three year loan of me from Truck Engineering. Miserable assignment but I did it. If we blew first bag, I shut the test down as we were toast for poor results. Usually there was a carburetor issue (back in the day) regarding choke plate setting. Then with EFI things improved but Standards got tighter and the game of emission compliance began again.

This is a simplified example as I was not part of Calibrating the 5G DI engines.

Best,
Phil

 

[Shoran12]

Hi Shane,

A couple things going on here. First let's take the fan, The roar you hear is called morning sickness. Overnight the lock up fluid through gravity, drains to the bottom of the clutch and locks the fan on until it slowly slings outward and the fan goes from lock up driven to freewheeling. This is a chronic problem unless calibrated out but not perfect

Now to the high rpm. Cold start Federal Government Test Procedure drives this cold start RPM. The FTP test has exhaust sampling for three stages of the test. The samples are collected via Bags or capture containers So you have Bag 1, (cold start) etc. So most of the Hydrocrabons are due to cold start. The first bag so to speak is lowered by keeping the engine at higher rpm until the vehicle warms up. The calibration is adjusted for what is considered Warmed up..can vary by temp and time.

Btw the FTP procedure also contains several idle periods and this is why ASS was invented to help with the Fuel Economy numbers as no idle emissions from a stopped engine, eh? Not really achievable in the real world for the most part.

Now this is explanation from 20 years ago and technology has moved forward but you can get a feel for what and why things go on with a computer controlled engine, eh?

I had to support CARB testing for a three year loan of me from Truck Engineering. Miserable assignment but I did it. If we blew first bag, I shut the test down as we were toast for poor results. Usually there was a carburetor issue (back in the day) regarding choke plate setting. Then with EFI things improved but Standards got tighter and the game of emission compliance began again.

This is a simplified example as I was not part of Calibrating the 5G DI engines.

Best,
Phil

Really appreciate the response Phil. Makes sense. I’ve always wondered why this happens and I imagine with the ever increasing restriction on fleet vehicles, this is a workaround more so now more than ever. Thank you for the reply.

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