#HIGH OCTANE SHIFT CARS ERA STARTS CODE#

So the manufacturers started to look for ways to enhance the standard knock control system. Whilst the traditional knock system should stop the engine being destroyed by a major single event of extreme knock, it doesn’t stop what we call 'cumulative damage' which is the damage done by thousands of small knock events over a period of time that eat away at the ring lands etc. Every knock event adds a lot of heat and stress to the pistons, cylinders and bearings. So the engine still knocks a lot if you are running a fuel that isn’t good enough for your current calibration. The subsystem is the same, but the OAR strategy adds some much needed intelligence to the primitive knock control system.ĮCU's have of course had knock control for tens of years, but simple knock control is quite flawed because if you run bad fuel constantly, the ECU is constantly having to retard to stop the bad knock because the system is only 'reactive' meaning that it can only act AFTER a knock event was sensed. How does it work? Is it not just the same as knock control? This is the only system on the vehicle that stops you killing your engine with bad fuel.Īll manufacturers cars now do this to some extent, but Fords recent strategies use this proprietary and patented OAR system as their solution and it is only this system we will discuss today. The PCM actually knows the difference between an engine that is running well and one with poorly combusting fuel running into knock and it can adjust its spark and load allowance accordingly, per firing event, in order to combat the knocking fuel. It has two little microphones called knock sensors that are tuned to your engines specific cylinder frequency and this noise data is fed back to the PCM constantly. The PCM running your 2 and 2.3 litre Ecoboost engine is constantly listening to the noise that the engine makes. We have been harnessing its power now for over 11 years and have never seen any need to disable it.

#HIGH OCTANE SHIFT CARS ERA STARTS CODE#

This strategy is proprietary Ford code and it has been in place on every car Ford have sold since at least 2012. It has nothing whatsoever to do with COBB, with MSD, or with any other tuner. Once the trans is out of the truck, it should be obvious where the problem is.First of all, you need to understand that this is a FORD octane prediction and self tuning strategy. Regardless of what has failed, the transmission has to be removed to access the clutch, flywheel or transmission internals. If so, you have a failed bearing between the transmission input and output shaft.Īctually, it really doesn't matter. The viscosity of the lubricant in the transmission will make the rear wheels spin weakly in neutral when the engine is idling, but I assume you mean that the wheels were locked to the engine in neutral. However-you say that the transmission was engaged even in neutral. When that bearing fails, it tries to spin the tranny input shaft even when the clutch pedal is depressed and the transmission and drivetrain are supposed to be disengaged from the engine. Specifically, the transmission input shaft goes through the center of the clutch disc and into a bearing at the center of the flywheel. The next most likely scenario is a bad pilot-shaft bearing. Oftentimes, a poorly adjusted clutch, or even a disintegrating clutch disc, can cause difficulty changing gears. If you need proof, swap two injectors, and the fouled plug will follow. I'll bet one of them is wet with fuel-and that's your bad injector. Crank the engine for a few seconds and immediately shut it off. Then park it for 2 hours or so, until it cools off and you know it will be hard to start. Run the car for long enough to get the engine hot. Does the oil smell like unburned fuel? It's likely that the dripping fuel is washing past the rings and into the crankcase.

Cranking with the throttle open makes the excess fuel dissipate quicker.Ĭheck the dipstick. If you wait long enough before trying to restart, the extra fuel evaporates. There are two tipoffs that this is the problem: the rough running until the wet plug dries off and starts to contribute, and the fact that waiting a half-day or more lets the excess fuel dissipate on its own. After you tease the engine to life on the other three cylinders, the extra fuel evaporates and then the plug starts firing. In spite of your assertion that the injectors don't leak, this sounds like a leaky injector is fuel-fouling one cylinder.

High octane shift cars era starts