Robotic dual-clutch transmissions are not a manufacturer conspiracy. This is an attempt to combine all the advantages of a classic automatic machine and mechanics in one unit. From the first, the preselective "robots" got everyday comfort, from the second - the overall efficiency and relative cheapness of manufacturing. As a bonus, the owner gets a high speed of step change, and most importantly - the continuity of the thrust flow. Whoever has tried it understands, and whoever has not had a headache with a "robot" will never give it up!
"Ford's" Powershift transmission is perhaps the second largest "robot" in the automotive industry after the notorious DSG, and Russians are well acquainted with this unit. The preselective gearbox is installed on almost all modern Ford models, but today we will talk about the most problematic version of the 6DCT250 - with "dry" clutches. Today it can only be found in conjunction with a 1.6-liter aspirated 105/125 hp, and earlier such a box was combined with a 2-liter engine.
After restyling, the role of the flagship engine was taken by a 1.5 liter EcoBoost turbo engine with 150 hp, which is equipped with a conventional automatic machine.
Here is how the manufacturer describes the work of the Powershift robotic gearbox at Focus:
This modern 6-speed automatic transmission combines the convenience of an automatic transmission with the efficiency of a manual one. PowerShift preselects the next gear to avoid loss of power when shifting. With this automatic gearbox, you can change gears quickly and smoothly, reducing fuel consumption and CO2 emissions.
From Ford marketing materials.
Everything sounds beautiful in press releases, but in reality? But in fact the owners Ford focus III generation have earned so much trouble on their neck that they are just right to become related with the owners of fragile copies of DSG! Thousands of angry posts on the club forums about breakdowns, hundreds of appeals to the Russian representative office of Ford - the scale of the problems with Powershift is amazing. This "robot" has several sores at once, but the symptoms are the same - jerks and vibrations when switching and starting, as well as the transition of the box to emergency mode.
The most common diagnosis is profuse oil seal leakage. input shaft, as a result of which transmission oil hits the clutches, causing them to slip. Trouble can happen regardless of the mileage - at least 5,000, at least 50,000 km. Often the clutch forks jam - there are naturally two of them at Powershift. The problem is solved by replacing the clutch, forks and oil seals (new model). A lot of trouble is also caused by the TCM module with executive electric motors, which is responsible for shifting gears and squeezing the clutches. There is also no other control for a faulty manual transmission control unit, except for a replacement with an improved unit.
The saddest thing is that these defects could fall on the head of the "trickster" not only individually and in different combinations, but also in one magnificent bouquet! AvtoVesti simply could not pass by without understanding the real cost of repairing the "robot" Powershift. We took the most difficult case (and this, believe me, is not uncommon), when in one order or another it is necessary to eliminate all the above malfunctions, and turned to the official Ford dealers in Moscow.
Here's what happened in the end: a set of two new original clutches costs 86,760 rubles, for large and small forks (actuators) for engaging the clutches, you will have to pay 67,780 rubles, and the TCM control module costs 48,920 rubles. Let's add 1,300 rubles here for new input shaft seals and another 17,850 rubles for work on replacing problem parts. All together - 216 610 rubles! An absolutely shocking figure for owners of relatively budget Ford Focus ...
Spare parts
Installation work
The situation is, of course, frightening, but not always fatal. First, Ford Sollers is well aware of Powershift's weaknesses and has already done work to redesign problem parts. If the "robot" breaks down, official dealers promptly carry out repairs and change necessary spare parts within the scope of the warranty. Secondly, the manufacturer has an extended warranty program, when, for a certain amount, Ford's warranty obligations are extended for a certain period (we recommend using this service to owners of those Focus copies for which the box has not yet been repaired).
And if when choosing Ford Focus III On the secondary side, you should still be more vigilant, then new cars after restyling with the Powershift "robot" seem to be more or less easy to buy. At the very least, the manufacturer swears that the number of complaints about the box for such machines is practically reduced to zero.
Mechanical, automatic and robotic transmissions are installed on Ford Focus 3 cars, so every car enthusiast can choose what he likes. But today we will talk in more detail about the automatic transmission on this popular vehicle... Ford Focus 3 automatic is more expensive than an analogue with a manual transmission, but many are willing to pay for comfort. We will find out whether such a choice justifies itself.
What machine is installed on the Ford Focus 3
The 3rd generation of Ford cars is not happy with the richness of the choice of complete sets of cars with automatic transmission. This transmission is only available when paired with a 1.5 liter EcoBoost engine. To fans of others power units you will have to choose the not very reliable PowerShift robot or conventional mechanics.
A 6F35 automatic transmission is installed on the Focus of the 3rd generation. This is Ford's own development together with General Motors, which was based on the 6T30 / 6T40 automatic transmission, which was unsuccessful in all respects. The manufacturer worked hard to eliminate the shortcomings of this transmission, and released its own 6-speed automatic, which has already been successfully operated on the Mondeo, Escape, Fusion and Kuga models. The owners' feedback on this box is pretty good, so the manufacturer decided to use it on the Focuses.
Automatic transmission characteristics
The 6F35 is a classic six-speed automatic with a torque converter. This box is suitable for engines with a volume of up to 3 liters, it can be paired with both the front and four-wheel drive... The maximum torque is 350 Nm.
This transmission is far from new, it has been produced since 2008, so at the moment there is enough information about its reliability, features and typical breakdowns.
The resource of the box, indicated by the manufacturer, is 250 thousand km. Subject to the rules of operation and timely maintenance, this is a real figure. But practice shows that the machine is sensitive to the conditions of use and driving style, so many drivers face serious malfunctions earlier.
This unit has been installed on Ford Focus cars since 2010. But the 3rd generation is the last one with such a box. The next version is planned to install an 8-speed automatic.
Weaknesses of the box automatic Ford Focus 3
Of course, the 6F35 is more reliable than its predecessor, as the manufacturer has carefully analyzed all the typical problems of the prototype and eliminated them, but the Ford 6-speed transmission has its drawbacks.
One of typical problems, which motorists turn to for service, is the wear of the gearbox housing, or rather, the seat of the differential bearing. In the place of its location, a strong development of the metal of the case is visible, as a result, the bearing is weakly fixed, begins to vibrate and, as a result, crumbles. It often happens that bearing fragments destroy other elements of the box. The global solution to this problem is to replace the box body. If the production is small, you can get by with the use of a special pad on the seat.
The solenoids in the 6F35 are exactly the same as in the 6T30 / 6T40 prototype box. So they still remain weak point this unit. Electromechanical valves are clogged with metal chips that are formed during the production of parts, therefore untimely replacement oils and aggressive driving style can cause premature failure. In some cases, the solenoids can be restored, but in difficult cases they are replaced.
Problems with firmware are also common. In this case, in the absence of mechanical problems, the box "kicks", twitches. The jerks are especially noticeable in Drive mode. Of course, this is an unpleasant situation, but it can be solved simply: it is enough to perform a flashing at an authorized dealer.
Like any automatic machine, the 6F35 does not like slipping. This transmission is designed for a measured ride. If you are stuck in a snowdrift or off-road and tried to leave on your own, there is a high probability that the transmission will go into emergency mode or even fail. Usually, after significant slippage, the box starts to "kick", poorly shifts gears or refuses to work at all. In this case, the clutch package usually suffers. If something goes wrong with them, the box will have to be disassembled and damaged parts replaced.
6F35 and oil change
Every owner of a Ford Focus 3 automatic car should know that this automatic transmission is very sensitive to the quality of the transmission oil. If you fill in the bad or do not make a replacement on time, you can prepare for trouble.
The manufacturer recommends using Motorcraft XT-10-QLVC gear oil. Its volume in a box is 8.5 liters. The official recommendation for changing the oil and filter is every 75 thousand runs, but the experience of auto mechanics shows that this is not enough. Already at 40-45 thousand transmission fluid darkens, a large amount of metal shavings is found in it. That is why the masters recommend changing the oil every 45,000 kilometers, at least partially.
What happens if the oil is not changed in time? It forms a suspension of metal shavings formed as a result of the natural production of parts. The chips are not completely captured by the filter and magnet. When it gets into the solenoids and the torque converter, it destroys these important components, which are expensive to replace.
Wear debris is formed especially actively when slipping, with an aggressive driving style. If you are stuck in snow or mud and the box has passed this test, it is best to do an unscheduled oil change before serious trouble occurs.
Should you change the oil yourself? If you have a garage with a pit or lift, as well as a set of tools, you can try, there is nothing complicated in this procedure. In other cases, it is easier to contact the service. Buy oil only from official dealers, otherwise there is a high risk of becoming a victim of crafts and spending a lot of money on automatic transmission repair. The cost of troubleshooting is much higher than the cost original oil, so you shouldn't skimp on it.
Owner reviews Ford Focus 3 automatic
What do the owners of the Ford Focus hatchback, station wagon and sedan think about automatic transmission? How satisfied are they with their choice?
6F35 - far from new model Automatic transmission, so if you compare it with modern transmissions, it will lose in many ways. But thanks to the well-chosen gear ratios even six gears are enough for everyday driving.
Automatic Ford is not the best solution for those who like fast driving and aggressive driving style, but sport mode still allows you to feel good dynamics. Well, for daily movement around the city, this automatic transmission is almost ideal.
Gears are switched smoothly, without delays, the moment of their change is practically not felt in the car. If there is twitching and dips during movement, in most cases flashing helps.
As for reliability, during the entire period of installation of 6F35 on Ford cars, there were no particular complaints from the owners. The automatic machine is quite reliable and rarely presents unpleasant surprises to its owners, if they, of course, take care of their car.
The bottom line is: For those looking for a reliable, predictable automatic for a relaxed ride, the 6F35 is perfect. Despite the fact that the experience of using it on Ford vehicles The Focus3 generation is still very small, the box has proven itself well on other Ford models. It can also be found on some Mazda and Lincoln cars.
The 6T30 / 6T40 automatic transmission solenoid control unit is one of the weak points.
From the history of the modelBY CONVEYOR: since 2011 |
The iconic model in the third generation is frankly spoiled by dubious changes - from a decrease in clearance and space in the cabin to the use of a robot with dry clutches, whose reputation was already tarnished. At the same time, Focus 3 is still quite liquid for secondary market.
Apparently, the manufacturer has drawn conclusions. instead of a whimsical "dry" robot. The manufacturer has all the trump cards to return the Focus to the status of a people's car. In the purchase: an automobile plant in Vsevolozhsk and the production of successful Duratec 1.6 engines in Yelabuga.
- To the address paintwork no special complaints. In this regard, the Focus 3 is middling among its competitors.
- According to the corporate tradition the engine control unit located on the inside of the front left wheel arch liner. Even with minor accidents with a blow to this zone, not only the module itself suffers, but also the connector on the expensive wiring harness. It is necessary to carefully monitor the condition of the fender liner: over time, it can deform - and water during washing will get on the connectors of the unit and the harness, causing them to corrode.
- Sandwich from radiators of the engine and air conditioner located very close to the front of the machine and quickly becomes clogged with dirt. It is advisable to flush the heat exchangers at least once a year. In addition, the engine radiator is rather flimsy. During the warranty period, it is often changed due to a leak. For example, it is enough to lightly hit the bumper when leaving reverse off the curb to crack the radiator.
- Cars manufactured before 2013 have water leaks into the trunk. It penetrates through the seals of the interior ventilation valve, which is integrated into the side section of the rear body panel. Dealers changed the assembly to a new one according to the technical bulletin and sealed it. Usually, though, sealing was enough.
- On many modern Ford models rear bumper over time, it begins to chafe the edges on the corners of the trunk lid. Adjusting the bodywork does not help. The bumper is fixed on just a couple of clips and plays actively when driving at high speeds. The manufacturer limited himself to sticking a protective film to the edges of the lid in hazardous areas on vehicles manufactured after 2013.
- Windshield with heating, it still cracks when the temperature drops. The manufacturer has not saved him from unnecessary "taunting".
- When choosing a used car, pay attention to condition of doorways and hood... Rubber seals wipe them down to metal. Due to constant friction, rust does not appear, but this is still a good reason to bargain.
Appeared in the Focus motor gamut at. Cars in trim levels that include such a unit are very expensive, so there are few of them on the roads. Since this motor is also put on, the statistics are richer here.
The EcoBoost 1.5 turbo engine, built on the basis of its atmospheric cousin 1.6, is much quieter than its progenitor. Like all direct injection engines, it is prone to fairly quick clogging of the fuel injectors and the formation of deposits on the intake valve pockets. A similar thing happens on naturally aspirated engine 2.0, but with the EcoBoost unit this happens less often and in milder forms. The nozzles are successfully washed on an ultrasonic installation, but this is not cheap pleasure, since when removing and installing injectors, it is necessary to replace disposable gaskets and O-rings.
The rest of the EcoBoost 1.5 isn't a hassle. To date, no significant problems with it have been recorded even on the Kugi. But on an all-wheel drive crossover, the motor is loaded more significantly than on the Focus.
put only on "pre-reform" cars. This motor differs from its predecessor, which worked on. The most important innovation is direct injection with all its advantages and disadvantages. In general, the engine did not show any serious problems in terms of mechanics. He does not suffer from oil consumption and timing chain lengthening.
The main sore of the 2.0 engine is the rapid clogging and coking of the intake valve plates. It would seem that an ordinary malfunction of engines with direct injection. However, the Focuses often came to dealers with an error signaling that the air-fuel mixture was too lean due to clogged injectors, after only 30,000 km. Fortunately, injectors are successfully saved by flushing on an ultrasonic installation. Unfortunately, there is nothing to remove deposits on the valves. All methods of cleaning them without opening the motor are expensive and not particularly effective.
Another one characteristic feature this motor has increased vibration. Dealers experimented with various calibrations of the software, but they did not overcome the flaw, and the manufacturer does not recognize it as a defect at all. Moreover new motor runs smoothly, vibrations occur with mileage. Perhaps the cause is deposits on the intake valves.
Increased vibration will reduce the life of the right engine mount. Usually, its rubber filler breaks down after 50,000 km. It is important to monitor the condition of the lower support, which causes even more vibration when worn. By the way, the right support is often killed by servicemen when they remove the gearbox and tilt the engine strongly. This also applies to the 1.6 engine.
Periodically, on the 2.0 engine, dealers changed the injection pump due to wear. There is also pump leakage. Gasoline seeps through the valve cover into the oil pan, causing the oil to dilute. In addition, fuel leakage leads to errors caused by improper air / fuel ratio.
Sometimes the noise of the nearby absorber purge valve is taken for the knock of the high pressure fuel pump. It emits an unpleasant clattering sound, although it works properly. The valve is replaced with a new one and the noise disappears.
A 2.0 engine, like a 1.6-liter unit, often has a valve cover leaking. However, for a more powerful motor, the consequences can be more serious. Oil enters the nearby tee of the cooling system and actively corrodes its gaskets - until antifreeze leaks.
He is perfectly familiar from the previous Focus and has a good reputation. Motors of different boost levels (85, 105 and 125 hp) are almost identical. In addition to the corresponding software versions, they have a different composition attachments... The mechanical part of the motor as a whole is not satisfactory, but it was marked by some annoying shortcomings.
After about 30,000 km of run, the engine starts to run much louder, that is, frankly rattles, especially during a cold start in winter. Noise source - piston group... However, this does not cause increased wear on the elements and does not constitute a defect.
With a planned replacement of the timing belt (every 120,000 km), it is important to carefully inspect the cooling system pump. Often by this time it starts to leak. If you miss the moment, the antifreeze will corrode the hinged belt.
On pre-styling cars, the phase shifter control valve on the exhaust camshaft often leaks. It is located on top of the valve cover, and a jet of oil hits the engine shield. The main thing is to notice it in time. Pressurized oil flows out through the dead valve very quickly, and the engine can "grab" oil starvation.
On the "pre-reform" Focuses at the 1.6 engine, the valve cover gasket is leaking. She usually starts to snot after 100,000 kilometers.
Another feature of the 1.6 engine is not the most outstanding generator resource and. The voltage regulator relay fails at the generator. An indication of the lack of charging appears on the dashboard, although a voltmeter connected to the battery terminals does not record this. The reason lies in the internal malfunction of the relay, which is connected to the "brains" of the motor on a separate bus. Dealers change the assembled generator, and specialized firms successfully restore the unit. The starter relay quickly wears out. Unofficials will change it for a reasonable price.
Duratec 1.6 on "pre-reform" cars was marked by frequent leaks of the rear crankshaft oil seal. The two-liter unit also suffers from this, although less often. The manufacturer has issued a service bulletin for this problem. When installing the oil seal, the oil pan must be removed, otherwise the new seal will soon begin to leak along its lower edge. Fatigue of the factory oil seal occurs approximately after the second maintenance. It is given by traces at the junction of the engine and gearbox. Although it happens that the oil seal of the input shaft of the "dry" PowerShift robot or both cuffs at once flows like this. And because of this, oil mist gets on the clutch discs and their forks, significantly reducing the resource of the nodes.
Since April 2016, domestically produced 1.6 motors have been installed (they are produced by the plant in Yelabuga). To date, “our” engines have not seen any problems that distinguish them from foreign units.
Developed by the PSA concern. It was available only for "pre-reform" Focuses. For the entire time of the presence of this modification on the market, few cars have been sold, so we will focus on more extensive statistics on the behavior of this motor on.
The engine is considered to be quite successful against the background of competitors. Serious mechanical failures are uncharacteristic for him. In case of forced repairs, you can use French spare parts, they are often cheaper, it is easier to find them. The fuel equipment (high pressure fuel pump and injectors) is sensitive to the quality of the fuel, but still it stably withstands a mileage of 150,000 km.
If you often drive into questionable gas stations, the injectors may require flushing after 50,000 km. The first manifestation of their clogging on the Focuses is an unstable start of a cold engine. Before it warms up, it works extremely unevenly and may even stall several times. The manufacturer has issued a technical bulletin on this matter. He prescribed several cans of fuel additive added to the tank. In the experience of dealers, the effectiveness of this method is 50/50. Alas, dismantling the injectors with diesel engine and washing them at the stand is expensive and conceals a number of pitfalls.
Dealers often come with Fusions with a melted lid fuel filter equipped with a heater. A similar situation is familiar from French models armed with this engine. The kit includes a new cover and connector (it suffers too). Melting is detected visually and has nothing to do with any specific mileage or age of the car. Some customers required the repair kit twice during the warranty period.
Dealers also encountered cases of oxidation of the connector and the position sensor of the variable turbine performance mechanism, accompanied by the appearance of a corresponding error. This distinguished the Focuses and Kugi with a variety of runs, regardless of age. Dealers are not involved, so they change an expensive assembly.
Only paired with the EcoBoost 1.5 motor. This is a joint development Ford companies and GM. At the heart of the 6F35 is the infamous 6T30 / 6T40 box, which was installed mainly on the Astra of the previous generation. However, Ford released its development to the market later than colleagues and initially etched the unit. The output was a successful box, devoid of significant drawbacks of the GM unit, including the small resource of the valve body and its valves, as well as the destruction of the brake drum retaining rings, entailing the complete death of the machine.
The 6F35 assault rifle has proven itself well on Kugah and Mondeo. The owners turned to dealers because of the rapid contamination of the oil due to the specific operation of the torque converter lock-up mechanism. Due to the wear products of the friction linings, the liquid turns noticeably black already by the second MOT. To extend the service life of the gearbox, it is important to at least partially change the oil every 45,000 km. At the Focuses, a similar effect and breakdowns have not yet been noticed, but few cars with this box have been sold either.
It is paired with 1.6 and 2.0 gasoline engines. As with machines from other manufacturers, this type of box causes a lot. Most of the complaints are related to low clutch resource, as well as twitching and jerking when shifting. The PowerShift dry robot's reputation is even worse than its DSG counterpart.
The manufacturer is working to improve the reliability and resource of the unit, but things are going slowly. The situation with jerking and jerking has practically not changed, but the service life of the clutch has increased significantly. If on the "pre-reform" Focuses (especially before 2013 release) replacing the unit almost every 30,000 km was common, then after restyling the number of such calls during the warranty period has significantly decreased.
In a "dry" Ford robot, the clutch forks and the input shaft oil seal are quickly worn out. Moreover, the leak of the cuff accelerates the death of the forks. More dirt gets under their anthers, and they begin to wedge, killing the clutch discs even faster. The LUK kit, which includes a clutch, forks and an oil seal, has appeared on the market. He is a set original spare parts, the price is about 25,000 rubles.
The crunching sound when turning the steering wheel is caused by the ingress of dirt and moisture into the journal bearings of the front shock absorber struts. Upgraded elements with improved protection began to be installed on the conveyor from the beginning of 2014. Front and rear shock absorbers rarely change, they usually stay at least 100,000 km.
Neutralizers are extremely sensitive to fuel quality. This applies to all modifications of the Focus in the "pre-reform" performance. Substandard fuel provokes the appearance of an error signaling the low efficiency of the converter. Upon visual inspection, damage to its cells is not detected; usually, their local melting occurs in hidden cavities.
Oxygen sensors are also demanding on the quality of gasoline. Blatant counterfeiting causes the appearance of a white coating on the measuring part, as well as on the spark plugs and neutralizer honeycombs. This is typical mainly for pre-styling Focuses, on updated ones this is rare. However, even on fresh cars, oxygen sensors may need to be replaced. Due to low-quality gasoline at any run, an error may appear, indicating a slow reaction of "lambda". There is no notorious white bloom on them, but they can no longer be returned to a full life.
In addition, on the "pre-reform" Focuses with 1.6 motors, the rear oxygen sensor wiring touches the heat shield of the converter and burns. Due to the short circuit of the wires in the harness, one of the fuses flies out, which is also responsible for the power supply circuit of the radiator cooling fan.
On pre-styling Focuses, an insidious leak of the washer motor sometimes occurs windshield... Dealers have seen a lot of cars with this kind of trouble. Through the wires of the harness, the liquid reaches the body electrical unit located in the passenger compartment. V best case corrosion occurs on the connectors on the side of the module and wiring, and in the worst case, liquid enters the unit and removes it from standing. As a result, the car electrician begins to live his own life. In 2013, the manufacturer released upgraded washer motors - with an additional seal on the side of its connector - and a corresponding technical bulletin dedicated to replacing damaged elements. Wire harness and repair connectors are also available as separate parts.
SELLER'S WORDFord cars have always had good liquidity in the aftermarket, and even the disastrous Focus 3 was no exception. Surprisingly, all of its modifications are selling pretty well. The outsider in this pool is cars with an 85 hp engine, in poor configuration. These also find their buyer, it just takes time. Focuses go perfectly in the Titanium configuration, and even with robotic box... It causes a lot of criticism, but people are not particularly scared, although many are wary of robots. There are very few tricks with a motor on the market, the statistics on them are scarce. But if you focus on older models, for example, Mondeo, interest in such a modification is high. Versions with an EcoBoost 1.5 engine have already appeared on the secondary housing, they are disassembled very quickly: the presence of a classic machine is captivating. The level of prices for cars of the second and third generations is another proof of the failure of the "third" Focus. For example, Focus 2 produced in 2008-2009 in good condition, with gasoline engine 2.0 and automatically stands as its follower born in 2012 with a similar engine. I advise dealers or entrust this business to proven pickers. After all, the high liquidity of the car arouses increased interest among criminal structures. |
TOTAL
The Ford Focus 3 is a prime example of a used car, whose health and behavior are directly dependent on its modification and year of manufacture. If you still cherish the dream of buying such a used Focus, it makes sense to consider exclusively updated cars, which have eliminated children's sores and increased the reliability of individual units. And it is better to bypass the tricks with a "dry" robot.
PRICES
EXAMPLES OF RECENT WORKS
When overhaul the gearbox is removed from the vehicle. At this stage, the mechanic carefully inspects the condition of all systems serving the gearbox, power unit mounting supports, etc.
After dismantling from the car, the automatic transmission goes to the overhaul area. It should be noted that on this site, as well as on all previous ones, experienced craftsmen who have a higher technical education (engineering and physical) work. Here, the Ford Focus 3 automatic transmission is repaired, and after washing and drying all parts, their fault detection is carried out, i.e. the possibility of further use of each part or the need for its replacement is determined.
If desired, any customer can be present both during the disassembly of the gearbox and during the fault detection of its parts. At the end of this procedure, a list of replacement parts is drawn up, which is then necessarily agreed with the customer. It should be especially noted that during a major overhaul, it is necessary, regardless of the state of the automatic transmission, to replace all seals and gaskets. The use of original spare parts only from manufacturers of gearboxes increases the service life of the repaired Ford automatic transmission Focus 3, but leads to a significant increase in the cost of spare parts. To achieve the most optimal combination of price-quality ratio allows the use of aftermarket parts, i.e. companies specializing in the production of spare parts for automatic boxes gear.
Installation is made taking into account all technical requirements... At this stage, the failed mounting elements and auxiliary transmission service systems are replaced. In addition, during installation, preliminary adjustments are made to the elements of the external part of the control system.
Output diagnostics and car break-in. They are carried out using the same techniques as the entrance diagnostics. In addition, all previously existing fault codes are erased from the memory of the control unit.
