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Middleman

Budding Enthusiast
  • Content Count

    24
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About Middleman

  • Rank
    Member

Profile Information

  • First Name
    Mike
  • Ford Model
    Focus 3 Vtec
  • Ford Year
    2018
  • UK/Ireland Location
    Surrey
  • Interests
    General Automotive
  1. Thanks for your suggestions Botus. I think I have found what I need here https://www.motorsafety.org/ford-recalls-nearly-3000-focus-vehicles-due-to-potential-clutch-fracture/ As well as showing how the "solution" was presented to USA owners it has a useful timeline of the 18S07 recalls by both Ford Motor Company in US and by Ford of Europe over here. I checked that what is known as the 1.0L Fox GTDI engine with 6-speed manual transmission in US is the same as the Focus 1.0 Zetec edition 6Spd 125PS we ordered on the New Vehicle Invoice. I found the Engine family list helpful at
  2. We have already sent a letter of complaint to the Manager of Ford Customer services about the handling of the case by them. This was because they were clearly ignoring the fact that the warranty conditions had changed and they were no longer allowed to reject our claim just because it was the clutch that had failed. They can only reject it if they can show that the failure was caused entirely by “Normal wear and tear”. It was obvious that the offer of a “Goodwill payment” because the clutch had failed so early was exactly the same as what had been offered in previous cases who had the warranty
  3. Sorry for the delay in replying Botus. I think you misunderstand the timeline. The recall was in late April and that was when the local Ford dealer did the test for a slipping clutch and put in the software mods. The day of my wife's motorway journey that I was talking about was 2 months later near the end of June, with another 1250 miles on the clock. In between there had been no signs or sounds of the clutch slipping (except when changing gear or pulling away of course). Nor had there been any warning messages from the software mod saying that the clutch was slipping. It was in the even
  4. Sorry about "superboost". I think it was me who got that wrong first. Must remember to use "overboost" in future. Names are important otherwise you give the wrong message to the person who is reading it and they give you the wrong message in reply. I am still looking for the right word to describe a clutch when the plates are being pressed together and not slipping, after the "engaged/disengaged" argument a bit earlier in this thread. Finding the correct word that both parties understand has been the major problem in first the communication with my wife in understanding what exactly happe
  5. Sorry not to have replied before, Botus. it was due to both being away and failure of my computer. I am hoping that I can now resume trying to get Ford customer services to honour their Warranty. It is important that I do not make mistakes even if they do not affect the arguments as it weakens the case and might allow them to wriggle out of their legal obligations. So thank you for what you wrote. I know now that the turbo is running all the time and it is superboost that you normally feel when you try to accelerate hard. That is what is missing while the safety recall software is detecting a
  6. I think you are talking about the basic ParkAssist which we have on our Focus3 Vtec. We probably got it in the optional "Convenience pack" (that comes with a built in toilet too - just joking 🤣). I was talking about the full version that you get in Titaniums or by purchasing the "Performance pack" with a Vtec. That does operate the clutch and brake as well as the accelerator while you are parking. I don't know for sure if it also stops and puts you into reverse as well. The basic ParkAssist looks for parking spaces long enough to park in but I think you have to stop the car and put it in
  7. Thanks for your reply Botus. I have been trying to feed in gradually all the information about the update and what I have managed to learn from my wife about the 24 hour period when the clutch condition went from not slipping at all to worn out. From what she has told me I am pretty sure that the software update must prevent the turbo from operating when it detects the clutch slipping. Normally when you start going up a motorway incline and the speed drops below 70mph you just press the accelerator pedal and you both feel and hear the turbo switch on. As she says the speed shoots up so fast th
  8. Yes perhaps so but let us apply some logic to this. It could also be a bit noisier because the engine is working harder than it would normally have to in order to maintain a speed of 70 mph, and the reason that it has to work harder is because the software that was installed by the update which is the subject of this thread, is preventing the full engine power from being applied to the transmission. How does the software do that? Was it reducing the amount of fuel that would normally be supplied with the accelerator pedal pressed down to whatever position my wife was holding it at? Or perhaps
  9. I have joined to talk about the clutch on mk 3 Focus models. My clutch has just failed after just a mere 15 months from new and 10,000 miles on the clock. There are a lot of pages about why they fail that attracted me to join this forum, as a clutch failing after such a short time is quite ridiculous. I am glad I did. I should perhaps mention that I am 79 years old but still quite capable of driving safely and of solving the problems that arise from owning a car. Although new here I joined the RAC motoring forum nearly 5 years ago to talk with them about another hot Ford topic, failure of
  10. OK it is page 10 now, so I will continue here with my post above. It is your comment on dual mass flywheels that caught my eye. Coupled with the comment by Botus " you've got the spring off a 1 ltr Micra and the power output of an 3.1 RS = clutch slip" I realised that my wife trying to continue her journey up the motorway on that "black Thursday" did not have the power output of a 3.1 RS any longer but, thanks to this 18s07 software that Ford has put on our car, now had the power output of a 1 ltr micra also most of the time to go with the dual mass flywheel of the 3.1 RS (= disaster?).
  11. I have just found this contribution on page 4 of this thread and along with what you and Botus have written on page 9, I am beginning to think that we might have been making some wrong assumptions. I am not sure if a reply to a post on page 4 will be squeezed onto that page or will go to the end of the thread, so I will not say any more in this post but will continue with a new post on page 9 (or it might even be page 10 by now). TBC.
  12. So. It's none of the parts they have changed (and I paid for) and there is probably some part still left in my car that can easily do the same thing again. All the more reason to make Ford change the whole assembly including flywheel and input shaft at their expense. I have not yet mentioned that when my wife picked it up after the clutch plate and cover had been changed and drove the few miles home from the dealer she noticed a small judder whenever she changed gear. I took it out myself and drove it down a faster road. The clutch judders were quite obvious and got worse as the speed increase
  13. I do not understand what it was that you expected to see on the back of the diaphragm fingers. Photographs do not always show what is going on. As I said 4 fingers near the top of the photograph (10 o'clock to 12 o'clock positions) are clearly worn when you see them in 3-D. They look as they would if someone had filed them flat, but it was only "filed flat" by about 1mm even on the worst one. All the other fingers are still round and the one at 7 o'clock has not even had the carbon dust wiped off by the throw-out bearing while the clutch was engaging and disengaging. I assume that the throw-o
  14. I would never have thought of looking at the back of the fingers, but I think this may be what we are searching for. When I turned the pressure plate over it was filthy dirty with a huge amount of carbon dust, as is probably pretty obvious from the photos.. I hope that you can see on them the uneven wear on the ends of the fingers as well. The fingers at the top of the photos have clear wear to the metal. I would say at least 1mm has been ground off. The ones at the bottom have no visible wear at all. Does this indicate a fault in the release fork?
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