Taking my SHO to the dealership for the chrome flaking on the tail lights. I noticed the other day before changing my oil that a small oil leak may be coming from an oil line to the turbo (not certain). I was going to tune it back to stock settings, & I was wondering if I should remove my airaid CAI as well? I don't want to have an issue with the warranty if there is a problem. I don't run the car really hard so I was confused to why there's a small leak somewhere. Any help/feedback would be much appreciated.
Take back to stock?
- Thread starter D-Duff
- Start date
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I would flash it back to stock...also if switching out the CAI is easy, I'd just do that too. That will give them no ammo. They would be hard pressed to say that the CAI caused an oil leak but might as well not even give them an arguement.
Thnx for the feedback. Do you know if an airaid CAI does in fact void the warranty? I will post pics of the leak once I'm home & maybe someone would have an idea what it is. When I was under my car yesterday, didn't look like it had been leaking anymore. Looked dried up from when I noticed it the other day. I was running Royal Purple & I read some people experienced oil leaks w/ this product, wondering if that had any effect. Changed my oil to amsoil Saturday & like I said yesterday didn't notice any fresh oil leaking. I'm going to get under the car again today & see if I notice anything. Glad I got car ramps, makes getting under the car a breeze!
EcoBrick Bob
SHO Member
Make it as STOCK as possible....
I would also wipe off all oil, after pix, and then watch it to see if leak returns, and how fast.
I would also wipe off all oil, after pix, and then watch it to see if leak returns, and how fast.
Last edited:
thereisnospoon
Gen4SHO
I've been taking my Fords to the same dealership for many years now. When I bought my SHO back in 09 I immediately was getting "don't you dare's" from the service guy saying that there are many pics and "things to look out for" that Ford has made available to their mechs. From what I've been told, they're salivating to void warranties. That still doesn't stop me from wanting (and eventually getting) my CAI and tune!
Of course, even if they are wishing to void a warranty, it would be hard for them to prove anything if they didn't have physical evidence.
Of course, even if they are wishing to void a warranty, it would be hard for them to prove anything if they didn't have physical evidence.
we deal with customers moding units all the time and i can honestly say the ones who have issues and ***** and complain are the ones that don't get looked after. only once have we ever denied a customer warranty and it was because he had added 125 hp to a diesel and everyone knew he was running the max and abusing it. it finally let go and it just so happenened when it came into the shop on the hook the manufacture warranty/service rep was in and he knew by the oversized exhaust and other things like programmer still on the seat{ red flag} that something was up asked the questions and guess what cutomer pay on a diesel motor.
would i remove the tune yes and i work there, better to be safe than sorry you never know.
The manufactures love this stuff we test it, saves them money, they upgrade it in future models.
thereisnospoon
Gen4SHO
Hamrtyme, I completely agree. I traded in a 2006 Fusion with a CAI, Steeda tune, exhaust system, shock, spring, sway bar upgrades (front and rear), MKZ engine cover with custom changes, gauge covers, custom made HID's, interior mods made to the clock, gauge swap, etc. etc. Traded it in with a clear title with 80,000 miles and the DEALER bought it for $12,000. I had a service guy who knew about all these mods. I never complained about anything and they know that I've brought 10+ cars through there and have never abused anything. When my PATS went out at about 60,000 miles they never said "oh it was because you traded out gauges on your cluster." I also developed a freak seal leak at around 70,000 miles which was quite interesting, and they covered it under extended warranty. They know who uses mods for good and who uses them for evil 
That being said, a friend of mine in Midland bought a tire warranty from the dealer there when he bought his F150. It even included stress cracks on the sidewall that develop. He also never complained whenever he went in for service. When he developed a tire bubble, they told him that because he had installed a coilover kit, it changed the dynamic of the pressure on the tire and voided the tire warranty.
That being said, a friend of mine in Midland bought a tire warranty from the dealer there when he bought his F150. It even included stress cracks on the sidewall that develop. He also never complained whenever he went in for service. When he developed a tire bubble, they told him that because he had installed a coilover kit, it changed the dynamic of the pressure on the tire and voided the tire warranty.
here is a look at the TSB about what we are talking about...
TSB
10-2-6 AFTERMARKET POWERTRAIN CONTROL MODULE CALIBRATION, NON-FACTORY MODIFICATION OR AFTERMARKET COMPONENTS
Publication Date: February 1, 2010
FORD: 2010 Taurus, Flex
LINCOLN: 2010 MKS, MKT
ISSUE:
Some 2010 Taurus, Flex, MKS and MKT vehicles equipped with an EcoBoost engine may have unauthorized aftermarket modifications to the powertrain hardware and/or calibration which may result in exceeding component design limits. Such modifications could cause damage to the powertrain and/or void the factory powertrain warranty.
ACTION:
Review Service Procedure
SERVICE PROCEDURE
Unauthorized calibration modifications may or may not be detectable using standard tools (Integrated Diagnostic System (IDS), Portable Diagnostic Software (PDS), NGS+ VCM). Changes can be made to the calibration and flashed to the PCM through the OBD port. Physical modifications to the hardware may or may not be present. If aftermarket power/torque-increasing modifications are suspected, care should be taken to record and store the following items: Permanent Diagnostic Trouble Codes (DTCs), Pending DTCs, Freeze Frame Data, Mode 6 and Mode 9 data. The data should be printed and attached to the repair order for later reference.
The DTCs, freeze frame data, Mode 6 and 9 data can be obtained by using the IDS, PDS or NGS+VCM under tool box selection. The Powertrain tab will provide the OBD Test Modes tab and Mode 6 and 9 data selection after the vehicle has been identified.
Attempting to increase the engine output via recalibrating the PCM may result in poor drivability, DTCs, or component failures. A partial list of calibration induced component failures is given below:
Piston damage.
Spark over-advanced (knock-induced damage).
Insufficient enrichment.
Excessive Cylinder Pressure:
Turbocharger damage.
Over-Speed:
Catalyst damage.
Over-Temperature/Melting:
Transmission, PTU, Torque converter damage.
Hardware Modifications:
The following list contains items that are frequently modified in an effort to increase the engines torque/power output. Modifying these items may, or may not improve the performance, but can lead to drivability issues, DTCs and possibly component failures:
Air induction system (air box, low pressure and high pressure air ducts).
The system may be particularly susceptible to flexible air ducts between the air filter and the compressors. Restrictions on either side of the compressor can result in over-speeding the turbo (Figures 5-6).
Wastegate actuator pre-tension.
The full load output of some turbocharged engines will increase if the wastegate spring pre-tension is increased. This is not the case with the EcoBoost engine. Adjusting the wastegate pre-tension out of the specified range can result in DTCs. A tamper evident paint dot has been applied to the wastegate actuator adjustment mechanism to make modifications more apparent.
Throttle inlet and intake manifold pressure sensors.
These sensors and the associated wiring should be inspected to verify they have not been modified.
Additional fuel injection devices.
The high pressure fuel system used for the EcoBoost engine will not support additional fuel flow beyond what the factory calibration requests. Inspect the engine for an additional aftermarket injector(s) located somewhere in the induction system to provided increased fuel flow.
PCV system modifications.
If the PCV system is modified (vented to atmosphere being the most common modification) it can result in a condition where oil gets past the turbine seal even on an undamaged, fully functional turbocharger. Oil in the exhaust system may not be sufficient evidence to identify a failed turbo if the PCV system has been compromised.
Compressor bypass modifications (a.k.a. blow-off valve, or anti-surge valve).
It is common to modify these components so they make more noise. If the aftermarket devices fail to seal properly when closed, elevated turbo speeds and compressor outlet temperatures will occur.
Exhaust air path/system.
Removal of catalysts or mufflers/resonators to reduce exhaust backpressure may result in over-speeding the turbo(s).
Thermostat modifications.
Blocking open the thermostat may reduce the coolant flow to the turbo chargers.
Wastegate Tamper Evident Paint Dot
TSB
10-2-6 AFTERMARKET POWERTRAIN CONTROL MODULE CALIBRATION, NON-FACTORY MODIFICATION OR AFTERMARKET COMPONENTS
Publication Date: February 1, 2010
FORD: 2010 Taurus, Flex
LINCOLN: 2010 MKS, MKT
ISSUE:
Some 2010 Taurus, Flex, MKS and MKT vehicles equipped with an EcoBoost engine may have unauthorized aftermarket modifications to the powertrain hardware and/or calibration which may result in exceeding component design limits. Such modifications could cause damage to the powertrain and/or void the factory powertrain warranty.
ACTION:
Review Service Procedure
SERVICE PROCEDURE
Unauthorized calibration modifications may or may not be detectable using standard tools (Integrated Diagnostic System (IDS), Portable Diagnostic Software (PDS), NGS+ VCM). Changes can be made to the calibration and flashed to the PCM through the OBD port. Physical modifications to the hardware may or may not be present. If aftermarket power/torque-increasing modifications are suspected, care should be taken to record and store the following items: Permanent Diagnostic Trouble Codes (DTCs), Pending DTCs, Freeze Frame Data, Mode 6 and Mode 9 data. The data should be printed and attached to the repair order for later reference.
The DTCs, freeze frame data, Mode 6 and 9 data can be obtained by using the IDS, PDS or NGS+VCM under tool box selection. The Powertrain tab will provide the OBD Test Modes tab and Mode 6 and 9 data selection after the vehicle has been identified.
Attempting to increase the engine output via recalibrating the PCM may result in poor drivability, DTCs, or component failures. A partial list of calibration induced component failures is given below:
Piston damage.
Spark over-advanced (knock-induced damage).
Insufficient enrichment.
Excessive Cylinder Pressure:
Turbocharger damage.
Over-Speed:
Catalyst damage.
Over-Temperature/Melting:
Transmission, PTU, Torque converter damage.
Hardware Modifications:
The following list contains items that are frequently modified in an effort to increase the engines torque/power output. Modifying these items may, or may not improve the performance, but can lead to drivability issues, DTCs and possibly component failures:
Air induction system (air box, low pressure and high pressure air ducts).
The system may be particularly susceptible to flexible air ducts between the air filter and the compressors. Restrictions on either side of the compressor can result in over-speeding the turbo (Figures 5-6).
Wastegate actuator pre-tension.
The full load output of some turbocharged engines will increase if the wastegate spring pre-tension is increased. This is not the case with the EcoBoost engine. Adjusting the wastegate pre-tension out of the specified range can result in DTCs. A tamper evident paint dot has been applied to the wastegate actuator adjustment mechanism to make modifications more apparent.
Throttle inlet and intake manifold pressure sensors.
These sensors and the associated wiring should be inspected to verify they have not been modified.
Additional fuel injection devices.
The high pressure fuel system used for the EcoBoost engine will not support additional fuel flow beyond what the factory calibration requests. Inspect the engine for an additional aftermarket injector(s) located somewhere in the induction system to provided increased fuel flow.
PCV system modifications.
If the PCV system is modified (vented to atmosphere being the most common modification) it can result in a condition where oil gets past the turbine seal even on an undamaged, fully functional turbocharger. Oil in the exhaust system may not be sufficient evidence to identify a failed turbo if the PCV system has been compromised.
Compressor bypass modifications (a.k.a. blow-off valve, or anti-surge valve).
It is common to modify these components so they make more noise. If the aftermarket devices fail to seal properly when closed, elevated turbo speeds and compressor outlet temperatures will occur.
Exhaust air path/system.
Removal of catalysts or mufflers/resonators to reduce exhaust backpressure may result in over-speeding the turbo(s).
Thermostat modifications.
Blocking open the thermostat may reduce the coolant flow to the turbo chargers.
Wastegate Tamper Evident Paint Dot
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