I got an email from Ryan Martin, checking in and to give him a call about my transmission.
I called him a little after 4pm and he picks up quick, 1 ring and “Hello this is Ryan.”
I introduced who I was and said the one with the transmission power issue. He asked yeah ok so what’s going on with it? You keep blowing a fuse?
I said not exactly. I gave him the rundown. The last successful drive ending with it powering down on my driveway (Lucky). The ignition cycling allowing it to function a little more until needing another cycle. Then the full list of diagnostics I did.
Missing EMI protection—fixed
Checked grounds—fixed grounds
Checked fuses—replaced fuses
Checked relays—replaced relays.
The factory reject Relay 53 and 65 quietly revised and updated by Ford.
I bought better electrical probing devices and thought I was onto something with the relays—nope, grounds —nope. Each test resulting in new or upgraded changes.
Road tests, lift tests, data logs. Solenoids buzzing.
Ryan sends new base map. HP DCT check reveals P1602. Fuse 49 explored and no power. Jumped fuse 49 with power and transmission stays active on lift test, twice. But it’s low load. Fails on road test but doesn’t completely drop out. Major clue bus bar damaged. Solenoids buzzing gets louder with throttle input.
CKP sensor wires checked, CKP replaced, connector replaced. Road test same thing.
Thermal failure and intermittent power feed fault. Solenoids appear half energized low load and screaming for power under load.
Can drive the car farthest cold start. Driving or idling doesn’t matter it’s thermal activated drop out. Idle too long already dropped out. Still active but barely bc of forced power feed to fuse 49.
I said I don’t think it’s PCM bc half the car would go wonky. He said exactly if it were the pcm you wouldn’t lose power to 1 pin. Sounds like bus bar or female terminal loose.
I said I have a donor BJB so I’m going to swap it out and I’m expecting to find my bus bar with visible issues. He agreed I’d likely find some corrosion.
Was nice to have him approve of my diagnosis and current plan to replace the BJB the fault is inside the bus bar. It’s not getting power from relay 53 and that’s within the BJB. It’s not post BJB in the transmission harness, that’s downstream from the fault.
I said hey since I got you on the phone do you see in HP any restrictions for tuning my 2010 SHO? There seems to be some misinformation that some tables aren’t defined but that’s coming from a tuner who appears to be using his comfort level as hard cuts on the platform capabilities.
Without hesitation he said, 100%, 100%. Man I felt that in my chest.
He said with HP the basics are there for making power. I said it’s my understanding SCT you can push more buttons but it’s less control whereas there’s less things to touch in HP but the core controls are there and more access. So you can do more with less generally speaking?
Exactly, he said. He said I didn’t take note of anything of concern I will look again but there’s always core controls of the guts needed to make real power.
Talked for about 20 min. He said swap the bus bar and let me know how it goes. I said, well since the solenoids buzz that’s a huge clue. When it’s done first I’ll verify ignition ON fuse 49 has power by itself. If that’s good I’m confident I won’t hear the solenoids buzzing. I added, my driveway is about 350 ft. If I don’t hear them idling and I don’t hear them with throttle, I’ll know by the end of my driveway if I’m good.
My next check in will likely be with a steady cruise log and WOT blip. You want to check my actual boost right? Is it WG spring? He said yes it’s low boost I want to verify exactly what it is first. I said ok, perfect. I’m going to keep the momentum going, I normally stop until spring but I want to get some good data and even though it’s winter I can do rolls. I’ll wait for dry days.
He said sounds good. Happy Thanksgiving.
Upward and onward we go!!!
