Is Disabling Shifter Fold Button Harmful?

[FirstFord]

I am exploring a concept brought up my another member: @Korça provided an anti-theft idea that I thought was brilliant - adding a hidden switch ("On/Off") to the shifter fold button on console shifters. Press the button to fold the shifter down, and then flip the hidden "On/Off" switch to kill communication with the shifter button, leaving the shifter in the folded down position. Simple and elegant. I love the concept. I have not torn into my console as of yet to see physically what would be involved, but I did come across a wiring schematic that brought some things to my attention (and wow! - what a dramatic difference there is is wiring schematics these days - I'm use to the ones for cars from the '50s, '60s, and '70s!).

My first disclaimer is I don't know if this is even the correct circuit or not, so I am very open to being corrected. My second disclaimer is that I'm not sure I am reading a modern schematic correctly, so again, I'm open to being corrected. That being said, this is what I think I am viewing: there are two different components labeled "floor shifter" between the Gear Shift Module and the PCM on each side of the Gear Shift Module, for a total of four components. I don't know if one of those components is the shifter fold button or not, and if so, which one it would be. But putting that aside for a moment, my bigger question is if one of those components is the shifter fold button, and the signal path to it is interrupted/disconnected ("On/Off" switch), would that harm either the PCM or the Gear Shift Module? Would it throw a DTC?

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[Buyer2021]

FYI the diagram you post shows wiring and connectors for both column and console shift.

The boxes with a dotted outline labeled "floor shifter" simply indicate connectors (C215 and C3245) unique to the console shift mechanism and its location, distinct from the corresponding C210 and C2503 for the column shifter.

The buttons to the left of the shifter, including the shifter fold button, are all integral to the GSM (Gear Shift Module) which is the whole non-serviceable module containing the buttons, shift lever, folding lever motor, etc, etc.

Here's the connector face diagram for C3245 on the console shifter GSM

I'm 99% certain that pins 5&6 are used by the PCM for lever / transmission-interlock functions (e.g. to move the lever from 'Drive' to 'Park' when you open the driver's door while in gear). IMO interrupting those wires with a switch would not defeat the fold button function itself (though that might create other DTC's / faults rendering the truck non-drivable).

Bottom line for your interests, IMO there's no 'access' to the actual lever-fold wires between the fold-button and the motor it controls unless you literally break into the 'sealed / non-serviceable' GSM, and even then, that link may be via a circuit board or other link that does not lend to inserting an "on/off switch".

Methinks your idea of interrupting the lever-fold control, while perhaps valid in concept, is not something that's practicable to physically implement, concerns about potential DTC's or system faults being a separate issue.

I could be wrong, wouldn't be the first time, but that's my 'read' of the info in the Workshop Manual, just for your consideration.

 

[FirstFord]

FYI the diagram you post shows wiring and connectors for both column and console shift.

The boxes with a dotted outline labeled "floor shifter" simply indicate connectors (C215 and C3245) unique to the console shift mechanism and its location, distinct from the corresponding C210 and C2503 for the column shifter.

The buttons to the left of the shifter, including the shifter fold button, are all integral to the GSM (Gear Shift Module) which is the whole non-serviceable module containing the buttons, shift lever, folding lever motor, etc, etc.

I'm 99% certain that pins 5&6 are used by the PCM for lever / transmission-interlock functions (e.g. to move the lever from 'Drive' to 'Park' when you open the driver's door while in gear). IMO interrupting those wires with a switch would not defeat the fold button function itself (though that might create other DTC's / faults rendering the truck non-drivable).

Bottom line for your interests, IMO there's no 'access' to the actual lever-fold wires between the fold-button and the motor it controls unless you literally break into the 'sealed / non-serviceable' GSM, and even then, that link may be via a circuit board or other link that does not lend to inserting an "on/off switch".

Methinks your idea of interrupting the lever-fold control, while perhaps valid in concept, is not something that's practicable to physically implement, concerns about potential DTC's or system faults being a separate issue.

I could be wrong, wouldn't be the first time, but that's my 'read' of the info in the Workshop Manual, just for your consideration.

VERY informative - and on many levels!!! And as usual, excellent and thorough analysis on your part. Based on your explanation, I would have to agree with you that that is not doable - the components themselves won't permit it. I was approaching this as if they were all separate, individual, replaceable components... and understanding modern manufacturing techniques, I should have known better. What a shame - I thought it was a clever and imaginative approach on @Korça 's part. Sorry @Korça - it doesn't look good....

 

[HammaMan]

You could intercept its ground or power wire at C215 rending the shifter dead entirely.

This is an 'always live' circuit so you can test how pissed the truck will get by killing it via this double fuse to see if it's mad that it's not responding on either bus while the ignition isn't on.

 

[FirstFord]

you can test how pissed the truck will get by killing it via this double fuse to see if it's mad that it's not responding on either bus while the ignition isn't on.

You are braver than I am, sir! I'm not quite as adventuresome as you are. I'm taking more of a Hippocratic Oath mindset here ("Do no harm"), which is why I put the question to the forum to begin with.... All things being equal, I'd rather not break something in the course of satisfying my curiosity. Maybe that makes me a scaredy-cat (?)

 

[HammaMan]

On a scale of 1-10, having done many "10s" to the truck, this is like a 2 maybe? If it gets mad, clear the codes and move on. This is very low risk to try with high payoff if it's that simple to disable the shifter. What it doesn't prevent is someone with a tow vehicle activating the park pawl disengage under the dash and towing it away. It certainly stops the most prolific theft case of key relay attack as they're not getting the truck w/out towing it.

 

[FirstFord]

On a scale of 1-10, having done many "10s" to the truck, this is like a 2 maybe? If it gets mad, clear the codes and move on.

Hmmm.... okay, you may have talked me into it...

Yes, I'm aware that it is no defense against a tow truck theft, but that was not the expected result. As you pointed out, the more average bad guy (or someone cloning a RF signal from the FOB) is the intended defense against.

 

[HammaMan]

Hmmm.... okay, you may have talked me into it...

Yes, I'm aware that it is no defense against a tow truck theft, but that was not the expected result. As you pointed out, the more average bad guy (or someone cloning a RF signal from the FOB) is the intended defense against.

Well on your post I started diving into disabling the EPB in the 'locked' position making towing theft harder by requiring a flatbed or dolly as the rear wheels would remain locked. Much more difficult to do this as the ABS reallllly wants to remain powered and it controls the EPB directly. Disabling the shifter + locking the rear wheels would eliminate just about every conventional method used to steal the truck. It'd eliminate both relay attack and 'any other tow vehicle' methods as it'd have to be dragged and the rear wheels would have to be on a dolly. That's a lot of work for most most thieves who want to be gone in less than 60.

Dolan said on a jobsite that they simply released the parking pawl on a 350 and towed it away on a job he was on. If the EPB was locked via hidden kill, and it was backed in, releasing the parking pawl wouldn't have bought the thieves anything.

 

[scott011422]

Does pulling the park pawl disengagement turn off the parking brake?

 

[HammaMan]

Does pulling the park pawl disengagement turn off the parking brake?

no, but pushing the button in does. Or in the case of a relay attack, pushing the throttle releases it.

 

[scott011422]

Looks like the E-Brake is a simple 2 wire dc motor. I would think you could turn on the e-brake and then break that circuit with a dual pole relay?

 

[powerboatr]

You could intercept its ground or power wire at C215 rending the shifter dead entirely.

This is an 'always live' circuit so you can test how pissed the truck will get by killing it via this double fuse to see if it's mad that it's not responding on either bus while the ignition isn't on.

If you interrupt ground on the push to start button
The whole sequence will fail to engage.
I did this in my 21
Then you just need to find a hiding spot for your interrupt switch
Easy to access.. but not easy to notice.
Same goes for fuel pump
Truck will come on. But not run

 

[HammaMan]

If you interrupt ground on the push to start button
The whole sequence will fail to engage.
I did this in my 21
Then you just need to find a hiding spot for your interrupt switch
Easy to access.. but not easy to notice.
Same goes for fuel pump
Truck will come on. But not run

Yes, but there are no connectors between the start switch and the modules to intercept leaving the ability to pop out the start button and unplug whatever intercept is done unless you're cutting wires elsewhere. The reason for intercepting C215 is because it's a less obvious location and will show up modified when tracing the circuit. I try to approach suggestions for modification from a 'broken' perspective, ie when the interlock fails and you trace connectors, having one identified as modified assists in the process. Tracing actual harnesses needlessly complicates that process.

On the column shifter intercept can be done below glove box at C212 (same for floor shifter, but floor shifter has C215 to go after which is a bit easier)

 

[powerboatr]

Yes, but there are no connectors between the start switch and the modules to intercept leaving the ability to pop out the start button and unplug whatever intercept is done unless you're cutting wires elsewhere. The reason for intercepting C215 is because it's a less obvious location and will show up modified when tracing the circuit. I try to approach suggestions for modification from a 'broken' perspective, ie when the interlock fails and you trace connectors, having one identified as modified assists in the process. Tracing actual harnesses needlessly complicates that process.

On the column shifter intercept can be done below glove box at C212 (same for floor shifter, but floor shifter has C215 to go after which is a bit easier)

oh i like that way of thinking
good call
the 22 i had a broken fuse in a certain spot for when i parked at the airport
only way to see which fuse was bad , was by taking them out one by one
i figure slowly the thieves down is really your only recourse, if they want it, its gone
its just a question of how much time they have
interrupting the fuel pump power can come from anywhere, takes a long time to sort that
my 24 f250, man o man there are numerous items to interrupt and they would waste days sorting which one

 

[FirstFord]

Wow - GREAT information, but this is a lot to digest!

Hmmm.... okay, you may have talked me into it...

I think I'm still there, but I'm not sure I can get my brain around all of this.....

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