Chatbox Thread

The Fusion hybrid/energi uses an electric CVT. None of the horror of belt CVTs. Service interval is 150k; it's literally just two electric motors that vary in speed to control the input-output ratio.
 
1997ThunderbirdLXV6 said:
Don't they use the Toyota planetary CVT? Or an equivalent transmission made under license from Toyota? What are the known issues?
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theterminator93 said:
The Fusion hybrid/energi uses an electric CVT. None of the horror of belt CVTs. Service interval is 150k; it's literally just two electric motors that vary in speed to control the input-output ratio.
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The HF35 is a Ford-built unit that debuted with the Mk5 Mondeo/Fusion/C-Max hybrids in both HEV and Energi models. It is still used in Ford hybrids today and is built under license from Aisin. Pre-2013 Ford hybrids used an Aisin unit.

About 10% of the 2013-15 models were known for transfer gear assembly bearing failure due to a bad batch of bearings. Failure usually occurs between 50k and 80k miles. Failures are random and not tied to a specific batch of VINs. There's a few TSBs on it. Ford covered the units under the HEV powertrain warranty up to 100k miles.

If yours has made it to 100k without a catastrophic failure, it does not have the defective bearings.
 
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Anyways. Misfire city here. A set of four new OE Denso coils are $125 from CrockAuto and will ship from the same warehouse as four new Motorcraft SP530X plugs.

I have owned this car since new. It took 12 years and 179k miles for it to experience its first failure of any kind. It's still running on the original 12V battery even. So I ain't mad.
 
In regular intervals, I see posts on the Facebook group of people who claim they're unable to shift out of P.

Usually that's due to shift interlock not releasing the gear lever (likely the result of a bad brake light switch).

In the meantime, until the root cause issue can be fixed, those folks seem unaware that they can still shift out of P and drive, as follows:
  1. Turn key from LOCK to OFF
  2. Shift to N
  3. Start engine
  4. Shift into gear
Snapshot from owner's manual:

Screenshot_20250203_084044_Samsung Notes.jpg
 
Derphound01 said:
Anyways. Misfire city here. A set of four new OE Denso coils are $125 from CrockAuto and will ship from the same warehouse as four new Motorcraft SP530X plugs.

I have owned this car since new. It took 12 years and 179k miles for it to experience its first failure of any kind. It's still running on the original 12V battery even. So I ain't mad.
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Last night I cleared the coded and swapped the coils around to see if the misfire moved with them. Checked it this morning and it didn't. The P0201 resurfaced as well. Internet says these engines can experience injector failure. And lucky for me, it's a low-pressure port injection system with the rail on the front of the head.

Injectors are somehow cheaper than coil packs. Going to start there first. Ain't mad.
 
KevinVarnes said:
Do those have the same head gasket/block cracking issues as the smaller EcoBoost engines? Are you using any coolant?
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No, this is essentially a Duratec 2.0 with an Atkinson Cycle crank.
 
Already starting to get word from hardware manufacturers that they expect supply chain disruptions this year due to the tariffs. Once US warehouse stock depletes, they anticipate delays along with higher prices. We're having our clients rush to get their orders in.

This is like 2021 all over again. :facepalm: :zbash:
 
Correct. Greed is why a 2025 Tacoma still costs $34k for a stripper base 2WD Access Cab despite the lots being full of them.
 
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Those who know more about the T56 than me, can I swap a cobra bell housing onto this 94 LT1 trans directly?
 
MadMikeyL said:
Yes…but the Cobra bell housing will be the 4.6 pattern. This is what you need.

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So long as the cobra one fits the gm trans directly, with no change in input shaft length, that's good. The one I have being an early borg warner build has a clutch fork. I don't wanna spend the money and time swapping the front plate and setting preload.

I'm still deciding if I'm keeping the SBF too. It's February, and the season starts in a month. I might take the time to build the car.
 
Well the issue might be the clutch actuation. I’m pretty sure any bell housing will bolt to any front plate, but the Cobra used an internal slave like the M5R2, so the Cobra bell housing won’t have the mount for the external slave, and the LT1 front plate won’t have the mounting point for the internal slave. So you might have to swap the front plate for that reason.
 
MadMikeyL said:
Well the issue might be the clutch actuation. I’m pretty sure any bell housing will bolt to any front plate, but the Cobra used an internal slave like the M5R2, so the Cobra bell housing won’t have the mount for the external slave, and the LT1 front plate won’t have the mounting point for the internal slave. So you might have to swap the front plate for that reason.
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I thought the cobra had a clutch fork?Screenshot_20250208-145835.png
 
It do. Mudstains used cable actuated clutches. The LT1 T56's used an external slave to actuate a clutch fork, but there was something strange about the setup as I recall.
 
KevinVarnes said:
It do. Mudstains used cable actuated clutches. The LT1 T56's used an external slave to actuate a clutch fork, but there was something strange about the setup as I recall.
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Its a reverse style. It doesn't push on the pressure plate, it pulls it.

I won't lie, I've thought about swapped an SBC LT1 in. Factory aluminum heads, a bunch of support, and people are throwing them away for LSs. Ive found like 5 of them for a few hundred bucks
 
Terminator T56s used cable/fork, the later GT500 TR6060 used the internal slave

Wile E. Coyote said:
I won't lie, I've thought about swapped an SBC LT1 in. Factory aluminum heads, a bunch of support, and people are throwing them away for LSs. Ive found like 5 of them for a few hundred bucks
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One word; Optispark.
 
XR7-4.6 said:
Terminator T56s used cable/fork, the later GT500 TR6060 used the internal slave



One word; Optispark.
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That can be swapped out. I'm not settled but still thinking of it.

I can get an SBF housing that is made for the cobra trans. But I found the cobra trans input shaft is a slightly different length. 5.5in for the LT1, 5.7in for the cobra. May be enough to run it, but I could also shave the housing a little bit to make up for it.
 
dDUBb said:
🤔 Ive had to replace this on the 1995 Corvette and 1995 Camaro I used to own. Really not a big deal.
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….But it needed replacement on both cars :tongue:

No it’s not a terribly bad job, I was just pointing out one notorious reason people are practically throwing them out for LS engines as @Wile E. Coyote put it.
 
XR7-4.6 said:
….But it needed replacement on both cars :tongue:
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Not during my ownership. I got paid to do both jobs 😉; and one was pre-emptive since that's what you did when the water pump started leaking. Among many other things I should note - that 95 vette lost a rocker at some point; needed a new starter and it was notorious for fouling o2s. The Camaro went through a few automatic transmissions. Too many donuts.

Reminds me of a time in 1997 when I attempted to race my 94 LX Tbird, I thought was fast, against some girl in a Camaro. She blew my fucking doors off, it was embarrassing. Im sure you could imagine that I got the last laugh though, thinking to myself "well .. one of these days your optispark might go bad" .. 🤣

XR7-4.6 said:
No it’s not a terribly bad job, I was just pointing out one notorious reason people are practically throwing them out for LS engines as @Wile E. Coyote put it.
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That's really old shit. I mean even the LS1 is old .. hard to imagine people are just now realizing the LS is a better replacement.
 
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Four new Bosch injectors has the FFH running like brand new. Easiest injector replacement I've ever done.
 
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