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Hey man, Just thought I'd check in and see if anything changed with your new transmission, or if the dealership decided to throw more parts at the problem. Im taking mine in on Monday for the same thing, and the 24E04 recall

Are you sure that the values are the same for a 2025 model? You might check the tables for the 2024 in the spreadsheet as well. Did you click on "write" after you changed the value?

What would you like to know?

The 10R80 is a disposable item like wiper blades and brake pads. The worst thing Ford has done in a long time, was try and "develop" a new transmission instead of just going with a tried-and-true ZF product.

Just curious if you had any updates from the dealership on this ongoing issue?

You misunderstood me. I meant "all of them" as in, as many as possible. We in the Mustang community have determined that the 3rd gen Coyote does not reach MBT until around 96 octane fuel is provided.

The title should read - "What octane does your Coyote prefer?" and the answer is - as many as possible." Edited for clarity

Nope. No one wants a used Powerboost.

Damnit, sorry to hear that. My truck does this exact thing, and now that I've paid more attention to it, it really seems more like a tuning related issue to me. Perhaps some torque value is being exceeded and the PCM is partially closing the throttle, or boost pressure is being bled off...

Because all torque to yield fasteners have a torque value, + a degree value to stretch the bolt The only reason Ford wants you to replace it, is because of the factory applied thread locker

It isn't torque to yield. Just clean the threads and re-apply blue thread locker

Head on over the Mustang6g forum, and search for "BBQ tick" , "2K rattle" Ford even released TSB's on the subject. To this day, no one has a definitive answer on why the Coyote does this, but there are countless examples of these engines making what sounds like a GAs grill Igniter, ticking...

Or the Coyote BBQ tick, or 2k rattle.

Kinda like how Ford still can't figure out this 10R80. Modern Vehicles are overly complex because consumers demand so much of them, which inherently makes them less reliable and problematic.

I guess time will tell, but the power and efficiency and the natural balance of an inline 6-cylinder turbocharged engine, is definitely an improvement over any mass produced naturally aspirated V8.

Nothing that won't be worked out in the first couple years of production. Same thing happened to the early versions of the 3.5 EB, the 3.4 Toyota twin turbo, and GM continues to have issues (as did Stelantis) with the cylinder deactivation nonsense. The 5.7 and 6.4 are heavy, inefficient, and...

I'd take the HO Hurricane any day over either of those Dinosaurs.

Are we even sure that the replacement parts are different/upgraded?, or are they just throwing the same junk at the problem, and hope that the majority of users won't have a problem.

Looks like you aren't getting the heads off, without first removing the turbos

Did they tell you how long it takes? My transmission is doing the same thing, but Im hesitant to bring it back to the dealer because I can't be without the truck for weeks at a time