Last post on Nov 27, 2012 at 6:18 PM
You are in the Ford Escape
What is this discussion about?
Ford Escape, SUV
#59 of 74 Re: 2012 Ford Escape problem [barbara48]
Sep 21, 2012 (4:46 pm)
Wow. Kinda funny how they changed the transmission for 2013!! I hate to hear that your sister is having issues also. This really suck!!! I don't think I will ever buy another ford after all of these issues. I have emailed ford twice and their response to my second email was to calm down and be patient. Really calm down and be patient I have a 19 month old son that rides in this car everyday. Yesterday the car was making some kind of ticking noise and vibrates like a vehicle that takes desiel. Yeah I am waisting over 28,000 dollars on a car that is a piece of junk. Kinda makes me sick!!!!
#60 of 74 Re: 2012 Ford Escape problem [nortd]
Sep 22, 2012 (10:42 am)
It appears to me that the symtom you are describing started with the '99 RX300's "abolition" of the transaxle line pressure accumuator to improve FE and is now in use industry wide.
abolition wwest hesitation
Sep 22, 2012 (5:57 pm)
they are not issues (thats politics), the real world is PROBLEMS. we have had more problems with malaysia trannies for our Ford Escape 2011. The solenoid started clicking VERY loud.
the whole truck was bounced when shifting.
we appoached Ford.com, got action. I placed a nasty comment on FB Ford, and twitter.
I wrote to the local media. You have to embarrass them. Its a corporate and
NO you will not calm down..you will notify the media, and your congressman...Ford made a lot of profit last year, 30 billion. no you do not calm down.
#62 of 74 Re: 2012 Ford Escape problem [ngillis]
Oct 30, 2012 (7:02 pm)
Your description fits the 2013 Escape also. After slowing for a turn during a test drive, then trying to accelerate during the turn, it acted like the engine died or the transmission was in neutral. After pushing further on the gas pedal for 2 or 3 seconds the system abruptly engaged and took off like a rabbit. I almost ran up on the opposite curb. It happened again on the same test drive in the dealer's parking lot. I almost creamed one of the cars on the lot. Oddly enough, I experienced the identical situation on a new Nissan RAV4. The salesman admitted he had had the same experience. Transmissions must come from the same source. Truly a dangerous situation. Neither vehicle will ever see the inside of my garage.
Oct 31, 2012 (8:44 am)
we had ours in 3 times. The cable for the gear shift, a clicking sound when changing from Park to Drive (solenoid), and lunging forward (they changed a component).
NOW, ready for this...at 70,000Km...the heat fan does not engage #1, #2..but works on #3, & #4.
Off shore parts do not work..and of course, its out of warranty. Thank good ness for Youtube..
the component that runs the fan is behind the Glove compartment.
#64 of 74 Re: 2012 Ford Escape problem [wichitan]
Oct 31, 2012 (9:11 am)
SOP for most modern day automatic transmssions, result of widespread adoption of real-time control of ATF line pressure.
Re-acceleration after a brief coastdown period will often result in 2-3 second delay in rising engine torque.
hesitation abolition wwest
#65 of 74 Re: 2012 Ford Escape problem [ngillis]
Oct 31, 2012 (11:55 am)
Modern fuel injected gasoline engines generally 'tick' anyway- the fuel injectors make the noise. Diesel engines are direct injected (fuel injected at *very* high pressures directly into the cylinders- what makes them make their characteristic sound). So are the newest gasoline engines, in the name of fuel efficiency. Regular fuel injection (*not* direct-injection) happens in the intake manifold, not in the cylinder itself. Direct injection requires much higher pressure, to overcome the cylinder pressure, and as a result the injectors are much noisier (louder 'ticking') than older fuel injection systems. So your ticking / vibration 'like something that takes diesel' isn't unusual, since the fuel is delivered the same way as in a diesel engine. That you don't notice it more *is*.
Our 2.0l 2013 is pretty smooth considering the technology, but when it lowers idle speed when warmed up, to around 700rpms, it also has noticable (though not extreme) vibration. Once I hit the throttle, the vibration goes away. This vibration isn't uncommon, even for older cars, at very low idle speeds- again, a tactic to save fuel (lower engine speeds at idle = less fuel being burnt).
So, while you may or may not be experiencing something out of the ordinary with your Escape, get used to these general characteristics, as they're all part of the technology used to make our cars more fuel efficient.
Ironically, as wwest has stated, even the tranny hesitation isn't uncommon, just worse in some vehicles than others. My 08 V6 Malibu LTZ with 6-speed auto occasionally exhibited similar symptoms, and my daughter's 2006 VW beetle 5-cylinder / 6 speed auto was far worse, jerking you hard when it finally decided to go!
#66 of 74 Re: 2012 Ford Escape problem [usa1fan]
Nov 01, 2012 (7:58 am)
I already described the 1-2 second "re-acceleration" delay.
usa1fan's post brought to mind the "secondary" type of tranny "delay" due to the lowered torque coupling of the torque converter. As a result of modern day high percentage of time use of the lockup clutch there is less need for a "robust" TC. So we now we have TC's that need more "wind-up", engine RPM, before "drive" is engaged.
That's also why many modern day car's have the "hill roll-back" prevention feature, no longer enough torque coupling at idle to hold the car in place stopped on a slight incline.
#67 of 74 Re: 2012 Ford Escape problem [wwest]
Nov 01, 2012 (8:10 am)
Figured out how to "solve" the issue. Took a $5k loss and traded the hunk of junk for a 2012 Honda CR-V which drives like a dream. That was my first Ford and will be my last.
#68 of 74 Re: 2012 Ford Escape problem [mccomajl]
Nov 01, 2012 (9:09 am)
Unless you bought a stick shift CR-V there is little reason to believe it doesn't have the same "features". Both "features"(***) have a seriously positive impact on FE so they have been widely adopted throughout the industry.
It might take quite few drive cycles to nomralize all the appropriate parameters but after that you may very well find yourself in the same boat.
1.) Real-time control of ATF line pressure, line pressure drops to nil except for shifting.
2.) Torque converter less robust, virtually NO coupling at/near idle.