Thread regarding Ford layoffs

Freep is going nuts over DPS6

Lengthy articles about frustrating experiences and leaked emails. Any ex-employees who worked on this transmission can chime in?

Thankfully mine has FNR5 transmission

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Post ID: @ZZsI3zC

9 replies (most recent on top)

The game played by managers is to never put anything in writing. They do everything verbally so only the engineers fingerprints are on the emails. I caught onto this long ago and always sent out meeting minutes with attendees and follow up emails confirming decisions and directions from conversations. It really annoys the weasels but you must do this to protect yourself at Ford.

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Post ID: @ZZsI3zC-cttc

The Ford management responsible for the transmissions are probably job swapped to new positions or conveniently retired. The ones currently in those roles are the ones on the chopping block, and it is likely that they have been trying to solve this problem someone else made for years.

Of course in time Ford will blame the individuals on the engineering level, nothing will happen and we will promise to be more ethical in the future.

Ford culture in a nutshell. Someone has been deflecting this for a very long time.

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Post ID: @ZZsI3zC-aacp

Ford has a lot more powertrain problems that are being covered up. If it’s a not safety concern then the public will never know. Once your vehicle is past 36,000 miles your vehicle will start to fail. Look at the JD Power Reliability report for all vehicles after 4 years in service, Ford is below average. This is one of the reason many people will not buy a Ford - including me.

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Post ID: @ZZsI3zC-aywm

Way back a long time ago, I worked on the sister product, the mps6 wet clutch. Some of my team members were reassigned to the dry dual clutch, and I didnt see them that often. The wet clutch used a borg warner dual wet clutch soaked in a special blend of atx oil. It also had a trans pump and the shift forks, which moved the syncros and gears (cuz it had manual trans guts) were pushes by hydraulic pistons. It worked fine. The dry clutch, as I remember a co-worker explaining, deleted all the hydraulics and wet clutches and used a dual dry clutch like a manual trans (but 2) and servo motors. Back on the wet clutch, the unit was a "black box" with the hydraulics and controls owned by Borg Warner, the clutch and controls too. The syncros and gears were made by getrag and the unit was assembled by getrag/gft and then delivered to the ford plant. Friction clutch material (papers) were made by LUK, who holds a monopoly on them and their science. All on the wet clutch.
So....how did ford end up with the unfixable transmission? Well first, Ford gutted the livonia atx engineering group in the mid 2000s buying out engineers with 30 year experience. I met them when gft was formed. These were old school guys who had designed and tested the c4/c6 in the 80s and their next gen daughters 4r75 and e40d. Anyhow when gft went bankrupt in 08 alot of those guys retired to a cabin up north or other such things. This left only the core engineering group at gft europe merkenish cologne, who were a younger lot like me. when I met them. Not old school grey haird engineers.
Anyhow, "electromechanical" shift forks aka motor on a screw/worm gear pushing a shift fork is new to the industry, which always uses hydraulic actuators (aka pistons). I don't recall anyone else doing this. So how do we get that unfixable trans? Well there was probably a fundamental design flaw. I'd speculate something like the electrical motors were too spec-ed small/weak to engage the shift forks with force enough to overcome the syncros so that the syncros could, you know, actually do their job. Or maybe there was some really goofy idea like reducing the clamping force of the dog teeth on the gears. Because the dog teeth are what "keep you in gear" once you are there.
Anyhow, if the design is bad, the controls/software, which watches everything, detects this. For example if you want to shift into third gear and the system cant because something is jammed, it will usually try a few times and then say....nope can't get third, lets go back to second. Maybe it will try again the next time you accelerate. But if it cant get third after multiple attempts, it will lock out the gear and you will never get third again, at on that drive. All these things are programable, so you can set how many times the box tries and how long before it gives up. So of you're driving along and the box jams and cant get into third, you will not have third and your usually need it. If something big jams, like you jam it hard into third, get it in, but now cant get it out, the box will either lock out that half of the gearbox (no 1,3,5,7 gears) or just say....well F this I quit, and just throw the whole box into neutral. Which alot of people reported.
And the reset is programable. Sometimes its every key, every key after 20min wait, every 5, fault it goes away when the battery cable ia pulled or its hard written and can only. Its all programable, and this explains why maybe of you shut it off for 20min then restart, it will give you 3 more shifts till it c-aps out again.
My guess, with the "unfixable gearbox" is that the new, non-industry-standard electro hydraulic shift forks didn't work. It was a bad idea. So its unfixable. If it was something more traditional like quality or design, Ford would have beefed up the offending part and 2 years later it would be fixed and on all new ones after that for the next 5 years.
As for all the constant reflashes and software updates every 6 months, that's just ford being ford and trying to fix the problem using software "because its free" Typical Ford. Now the industry is moving to mobile updates. The car uses your wifi and updates itself and you don't even know. No more trips to the dealership. "The problem went away" "it fixed itself"

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Post ID: @ZZsI3zC-5vko

A big thank you to Pheobe Howard for exposing this! Her articles make me wonder whether NHTSA is corrupted too

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Post ID: @ZZsI3zC-5diz

https://www.freep.com/in-depth/money/cars/ford/2019/07/11/ford-focus-fiesta-transmission-defect/1671198001/

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Post ID: @ZZsI3zC-4kuv

This Ford transmission problem could tarnish buyers opinions for years and years to come....just as I remember Chrysler’s transmission problem related to Uxxx transmission ...from 20-30 years ago.
Ford stock could really take a dive from this transmission fiasco...what happens when poor decisions are made and problems covered up...doesn’t matter if these models are no longer in production the poor quality perception lives on for generations.

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Post ID: @ZZsI3zC-3lxe

Maybe they should have took some of the money-loans when GM and Chrysler did. Nope . Dopey Opie Mually stated that he was just fine with his pay, and company finances. You can stick that now up your flag waving as with this defective trans on one of your largest selling entry level vehicles . This company is pure evil. GM and Chrysler can be just pure stupid.

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Post ID: @ZZsI3zC-1szo

Lawsuits, VW tie-up, and UAW negotiations will give excuses for more upcoming terminations.

Surprised no one is commenting about what the VW deal to US jobs?

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Post ID: @ZZsI3zC-rlp

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