Doc Hoy

So does anyone know what things the computer is programmed to "learn" about a new performance feature such as a replaced engine or performance impacting work done to an engine or to "relearn" perhaps even on a continuing basis? I have two data points about shift points: 1. I read several time (or listened to a video) that the computer relearns shift points 2. I know that the patterns in shifting of my 2012 1TC changed over a period of about four days after the motor was replaced. So in addition to shift points, what other things does the computer monitor and adjust for?

Guys, I am thinking that is what happened. It makes sense given the performance chips marketed to improve the performance of engines through no other means than changing how the computer operates the engine. I had a 2003 BMW Z3M with a Dinan performance chip that added about 60 horse power. The downside is that it was too much power for the frame. It pulled the weldments for the differential carrier away from the frame. $3,000.00 repair.

Update...... Performance of my 1TC with the replaced engine has changed. It now runs exactly (to my ability to compare) the same as the 2011 1TC. I don't have to be careful not to break the tires loose any more. It doesn't drop into a lower gear so quickly when accelerating at speed anymore. It doesn't seem to have substantially more power than the 2011 any more. There are still no alerts on the dash. Sounds right. Seems to be fine. I only have one potential explanation: When I was reading the articles on the internet about swapping the injectors, I read several times about removing the battery cables from the battery and shorting them together to discharge capacitors in the computer allowing the computer to "relearn the shift points for the transmission." When I did this after the injector change, I did note the process of the computer learning the shift points. Seemed to be a little off for the first coupla dozen miles, then settled down to good even performance. So I am wondering if there are other things the computer has to "learn" about a new engine. Maybe mixture, or timing advance. Anyone smart on the computer?

GBL....Don't know. The engine seems to interface with the computer properly. No odd alerts and such. 150.... Agree and that would have to be true of the other 1TC I own and operate daily. The two trucks had essentially identical performance before the 2012 began to act up. BTW, I got them mixed up in my lead in post. The 2012 is the one with the engine swapped out. The 2011 will less miles on it runs fine. Sorry for the confusion.

I originally put this is the wrong topic. I have a 1TC which was giving me fits which finally wound up as a top end problem. I opted for an engine swap from a wrecked Focus. When I got the truck back, it had substantially more power than the original motor (when it worked properly) and substantially more power than my 2012 1TC. In doing some reading, I have learned that the 2.0 Duratec motor came in two versions. 1 produced 136 HP and the other produced 140 HP. But the improvement in performance of this 1TC can't be explained by a mere four HP. So are there other versions of the 2.0 or the later 2.3 that fit in this truck that are hotter engines? I can break the tires loose on this truck from a standing start. I am having to be careful not to twist an axle or hose up the transmission.

In another thread, I spent months whining about my poor running 1TC, 2011. Final outcome was an engine swap with a Focus engine but I do not know the origin of the engine. Only that it has 86K on it which implies it might have come from a more recent car than 2011. There is only good news, here: After the engine swap, I find that my TC has substantially more power than my second 1TC (2012 with 190k 0n it). It also has substantially more power than the 2012 1TC while it was still running right with the old engine. In the reading that I did, I find that the 2.0 Duratec only had two versions. One with 136 HP and the other with 140 HP. But the increase in performance can't be attributed to a four HP increase. Question: Is there another 2.0 Duratec out there that I don't know about? One that produces more than 140 HP? Does the 2.3 engine interchange with the 2.0? And might I have a 2.3 liter engine in the 1TC?

David, I will second the "Woot Woot". I have two of these things and they are good work horses. Good thing because I can't afford to change now. Unfortunately the old motor is already gone and the injectors and coils with it. The throttle body and MAF sensor was used in my truck as they did not come with the motor. I do have the injectors I took out of it three weeks ago and no reason to believe there is anything wrong with them. To GBL, Yes. Zakly. But this time I was allowing myself to be lead down the primrose path with some info that did not add up. To 150, Every word of your post could be sited to summarize my hesitancy with the Ford dealership. I don't really know their specific work quality but I don't intend to find out. When I learned that this general mechanic had extensive experience with Ford and some good experience with 1TC, I had everything I needed to make the decision. The guy who is in the shop that fixed it told me all of the OBDII codes should be the same. What I mean to say is that the OBDII reader should not be confused by the fact that the engine is not original even if it is a Focus engine. He did not know if the motor came out of a TC or out of a Focus. Tnx, Barry

In the immortal words of Popeye the sailor, "Ghuuugh, This is embaraskin." When I opened this thread, I was really stuck. I had a 1TC which was running just like it had slightly uneven compression, problem with spark, or problem with fuel on two of four cylinders. I swapped out the plugs and coils, thinking that an engine with over 200k might need it (or more correctly...deserve it). No change. Bought a code reader and did not get anything but "Multiple misfires". Took it to mechanic with prolly forty years experience and a very successful shop. He did not note a compression problem in the engine but also got multiple misfires with an occasional hit on 2 and 3. Swapped out the injectors and still no change. Mentioned it to y'all and one of the first questions to me was essentially, "Are you positive that compression is even on all cylinders?" My response was in the affirmative and that is the embaraskin part. I happen to be good friends with a car resale business owner. (One of the honest ones). She and I were just speaking one day and she mentioned that she had a new mechanic who because of a Navy transfer had to leave a Ford dealership and was working for her until the local dealership had an opening. He took a look at the TC for me and within an hour had found slightly low compression on the center two cylinders. To just about everyone who responded with your help, I apologize. I was wrong, everyone of you was right. ;o(. He offered two options. 1. Take the truck to machine shop and have the top end rebuilt. 2. Swap the engine. Didn't want to rebuild the top end, because I would spend a lot of money and have an engine with over 200k and a rebuilt top end (How soon do the mains go?) Mechanic found an engine in a wreck with under 90k on it. The price was an amazing (to me) 250.00 plus 1600.00 to swap it out. Got the truck back and it runs like new.

Yes. Found that out. In fact I have just bought a second scanner (Foseal ELM327) which will work with an iPad rather than incorporating a display as part of the design. I was initially hesitant about my iPhone or iPad getting to look like the oil pan but after using the Ancel, I realize that the use of the scanner has two phases. 1. Do the readings. 2. Work on the truck. Then it repeats as the repair action continues. Plenty of opportunity to wash my hands before handling my phone or iPad. iPad never leaves the seat of the truck. Never handled by greasy hands.

Willygee, I took the thing to the shop and will hear back from them this week as to what the actual fix will be. Long time to work on it but they are behind because of a long closure during the recent storm. I am at the wrong end of the backlog. More later.

150, Yes...Thanks for the info. Trying to isolate the misfire problem has forced me to first buy the scanner and then use it to the minimal amount my brain can assimilate. I'll get better over time. The user manual is not great. But I'll get it worked out. I am going to watch the video that GBL suggested again.

I also changed the throttle body, throttle position sensor and MAF sensor. Here again, I was not in much hope of making the symptoms go away. I did it because the parts were cheap. The job was easy and I was already under the hood. Indeed it did improve performance a little but not enough to say it is fixed.

Back to the injectors. With the fuel rail off and out the way, it is a simple matter to pull each injector out of the head. It takes a little doing but eventually they all came out. No need to pry on them. No need to get after then with any tools. Image 1 is old and new injectors The remanufactured injectors came with seals but not with clips and so I needed to salvage those from the old injectors. They are darned hard to get off. I wound up putting each injector in a soft jaw vise just tight enough to hold it in place. Then pushed the clips off with a screwdriver. Image two is injector in vise. This process worked without damage to any of the injectors. Injectors went back into the engine fairly easily as well. I put a little grease on the seals so as to permit them to slide into the hole in the head without damaging the seal. Grease on the top seal as well. It appears these are designed to only slide into the head and into the fuel rail just so far. Then the tightening of the bolts in the fuel rail (when the fuel rail is finally reinstalled over the injectors) finishes the job of seating the injector in the cylinder head and in the fuel rail. I snugged the bolts down and reconnected to plugs on each injector. Put the fuel pump fuse back in place and replaced the fuse box cover. I shorted out the PCM so it could relearn the shift points (Not certain this is needed for this maintenance action.) Job complete. Truck still runs rough but I was pretty sure it would since injectors had already been eliminated as a source of problem.

Yep, That I can do.

Okay......Very informative.