1990 FORD PROBE

Typical onset: 80,000-130,000 mi

Symptoms: Slipping between gears, especially 2nd to 3rd, Delayed engagement when shifting to drive or reverse, Transmission fluid dark/burnt, metal shavings visible, Complete loss of forward gears

Fix: The F4EAT automatic is notoriously fragile. Internal clutch pack failure and valve body issues are endemic. Requires full rebuild (12-16 hours) or replacement. Used units often have same issues. External oil cooler lines rust through, starving trans of fluid—always inspect. Mazda service bulletin covered this but Ford didn't widely implement fixes.

Estimated cost: $1,800-3,200

Typical onset: 70,000-110,000 mi

Symptoms: White smoke from exhaust, especially on cold start, Coolant loss with no visible leaks, Overheating under boost, Milky oil or coolant in overflow tank bubbling

Fix: The turbocharged 2.2L (rare GT model) blows head gaskets predictably. Mazda's thin MLS gasket and marginal head bolt torque cause this. Requires head removal, resurfacing (often warped .008"+ ), new bolts, timing belt while you're there (8-12 hours total). Water pump and cam seals should be done simultaneously or you'll be back in there.

Estimated cost: $1,400-2,400

Typical onset: 120,000-180,000 mi

Symptoms: Burning 1 quart per 800-1,200 miles, Blue smoke on deceleration or startup, Oil fouling on spark plugs (especially rear bank), Low oil pressure light at idle when hot

Fix: Valve stem seals harden and the piston rings wear in the Mazda-built 3.0L. Not catastrophic but requires constant monitoring. Proper fix is engine-out rebuild with new rings, seals, bearings (20-28 hours). Most owners just add oil and drive. Rear bank is a nightmare for plug access—budget extra time.

Estimated cost: $2,800-4,200

Typical onset: 90,000-140,000 mi

Symptoms: Visible wobble at crank pulley with engine running, Squealing serpentine belt that won't stay aligned, Sudden loss of power steering and charging, Rough idle and vibration through chassis

Fix: The rubber isolator in the harmonic balancer deteriorates, allowing the outer ring to separate or wobble. If it fails completely, you lose all accessories and risk timing belt damage (on 2.2L) or internal engine damage from crank keyway shear. Replacement is straightforward (2-3 hours) but requires proper puller and installation tool. Don't cheap out on aftermarket—OE or Dorman.

Estimated cost: $300-550

Typical onset: 60,000-100,000 mi

Symptoms: Clunking when shifting or accelerating hard, Excessive driveline movement visible from engine bay, Shifter vibration in 1st/2nd gear, Difficulty engaging gears cleanly

Fix: The driver-side transmission mount (torque strut) uses a fluid-filled design that fails early. The mount tears internally, allowing 2-3 inches of engine movement. Creates harsh shifts and accelerates clutch/CV joint wear. Replacement is simple (1.5-2 hours) but requires supporting the trans. Aftermarket polyurethane units are stiffer but last longer.

Estimated cost: $180-350

Symptoms: One headlight won't raise or lowers slowly, Grinding noise from headlight mechanism, Lights get stuck halfway up, Manual crank required to operate lights

Fix: The pop-up headlight actuators use weak plastic gears that strip, and the motors seize from lack of lubrication. More common in humid climates. Each side is independent; usually one fails first. Replacement motors are NLA from Ford—junkyard or aftermarket (2-3 hours per side including alignment). Grease the rails every two years or you'll be doing this. Many owners just convert to fixed headlights.

Estimated cost: $250-450