I've seen these codes lock out L2 as well. So yes, that's why I said these are the areas Ford can improve upon. But this code is also for a damaged cell in the battery. So if it really was a high voltage isolation fault due to that, then you wouldn't want to clear it... They probably need a better way to determine what it actually is.
There are a number of different codes depending on where the isolation fault is. To me, if the isolation fault is detected in a switched area, it should not be a hard fault and should try again with a key cycle. There is the potential for transients during switching causing false positives. "3 strikes and you're out" would be a better approach for switched areas like DCFC and the inverters. The only fault that should stick and disable the vehicle right away is when the isolation fault is detected in the main pack, which could be a cell going bad.
I know. You should tell us their name. Good dealers deserve credit.What was the DTC exactly?
I’m shocked this guy hit the jackpot and actually got a competent dealer.
I dunno, an OBDII scanner seems like a pretty good thing to have for roadtrips based on this and possible HVBJB issues.
Like I said, I carry one in the car. My comment was in regards to someone saying that we need to be geeks and have additional equipment in order to safely drive the car. I think I've seen like 4-5 incidents like this. That would mean a 0.008% chance of this happening.
I think that was to make sure the horses were properly attached to the carriage. Most people don't have that issue anymore.Are you also saying I shouldn't walk around and inspect the entire car every time before I want to drive somewhere like they taught me to do in Driver's Ed?
Egad, I say!
el Centro Ford
That’s what I always did with my Piper Comanche!Are you also saying I shouldn't walk around and inspect the entire car every time before I want to drive somewhere like they taught me to do in Driver's Ed?
Egad, I say!
What happened to the thread that had the most posts re: recall and HVBJB?I think that was to make sure the horses were properly attached to the carriage. Most people don't have that issue anymore.
On the first question, probably not.
There's 42 update-able modules on the car. Sync is just one of them. There's no way to see what versions of software the car has without dealer specific tools. Even if you did see the software versions it's likely not going to mean anything unless you track those versions. Additionally, different trims and years can have different revisions making it all that more complicated. OTA's can update all but 3 of these modules. To be clear, not all OTAs are Sync. Here's a piece of what it looks like:
