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I rough cut the HDPE sheet, then started laying out the L/R center templates yesterday. Right side done, left to go. Ford bit on top for comparison.

GENERAL SERVICE BULLETIN Adaptive Cruise, Pre-Collision And Collision Avoidance System Functionality Diagnostics 23-7031 02 March 2023 This bulletin supersedes 22-7034. Summary This article supersedes GSB 22-7034 to update the Service Information and vehicle model years affected. This article is intended to aid in the diagnosis for vehicles with difficulty resolving image processing module A (IPMA) or cruise control module (CCM) alignment and/or functionality concerns. Service Information Adaptive cruise control and collision avoidance systems can use a forward windshield camera only IPMA or a combination of IPMA and a CCM. Make sure which system is present on the vehicle so the system evaluation is completed properly. The forward collision system warning indicator will be illuminated when the vehicle is in transport mode. Prior to any diagnosis, be sure the vehicle is not in transport mode. For further information on transport mode, Refer to Workshop Manual (WSM), Section 419-10. NOTE: Follow the Service Procedures to troubleshoot IPMA and CCM alignment issues before replacing the parts. For Mustang Mach-E and F-150 vehicles equipped with base part number 14G647, alignment and blockage issues are specific to the sensors and not the electronic control unit (ECU). IPMA (near rear view mirror) forward windshield camera (Figure 1) Figure 1 CCM (in the front grille, either visible or behind bumper) RADAR sensor (Figure 2) Figure 2 NOTE: Environmental factors such as sun position, glare, moisture, frost, snow, ice, and dust/dirt can interfere with system vision and may cause the system to become inactive with a warning until these items clear. If the IMPA/CCM alignment procedure is not successful, inspect for the presence of outside factors. Possible outside factors that may affect IPMA alignment 1. Diagnostic trouble codes (DTCs) other than C1001:54, C1001:78, C1001:97 present in IPMA or other modules (1). Repair all other DTCs prior to diagnosing or attempting IPMA alignment 2. Unclear road markings 3. Module or circuit concerns 4. Accessories blocking camera view, including but not limited to: (1). Snow plow (2). Winch (3). Bug guard 5. Vehicle ride height - refer to specifications in Workshop Manual (WSM), Section 204-00 (1). Vehicle squatting from cargo weight (2). Lift kit (3). Lowering kit (4). Leveling kit (5). Incorrect tire size (6). Other modifications that affect vehicle ride height or stance (7). Incorrect wheel arch measurements input in Interactive Diagnostic System (IDS)/Ford Diagnosis and Repair System (FDRS) 6. Inspect windshield (1). If this concern began after a recent windshield replacement, inspect the replacement windshield for imperfections and correct installation (2). Aftermarket windshield installed • Carlite replacement windshield recommended (3). Windshield clean of moisture, snow, ice, frost, and dust/dirt (4). IPMA lens clean (5). Aftermarket tinting or windshield banners/stickers (6). Glass distortion can distort the camera’s view and prevent camera alignment and functionality (Figure 3) Figure 3 (7). IPMA mounting and/or bracket off-center, not clocked properly or not secured to windshield (Figures 4-5) Figure 4 Figure 5 (8). Windshield not installed correctly. Figure 6 shows a windshield that is recessed near the vehicle’s roof, causing the camera to be pitched upward. Figure 6 Possible outside factors that may affect CCM alignment 1. DTCs present in CCM or other modules Repair all DTCs prior to diagnosing or attempting CCM alignment 2. Module or circuit concerns (usually DTCs would be present) 3. CCM radar blocked - may result in CCM DTC C1A67:97 Figure 7 Inspect the front bumper or CCM location for snow, ice, dust/dirt (Figure 7) (1). Incorrect front license plate/bracket mounting (2). Aftermarket or incorrect bumper or grille (3). Brush guard installed (4). Snow plow or snow plow mounting hardware installed (5). Other aftermarket accessories installed on front of vehicle (Figure 😎 Figure 8 (6). CCM mounting hardware bent or damaged or improper CCM mounting (Figure 9) NOTE: Improper CCM mounting may also result in DTCs B142E:78 or B1432:78 in the CCM Figure 9 (7). Facia damaged, facia installed incorrectly, or aftermarket facia installed. 4. Using the FDRS tool, check the parameter identification (PID) for ALGN_OFF -CCM. A value greater than +/-3 degrees indicates a mounting issue with the CCM, not necessarily a defective module. Check for CCM or mounting surface damage. If found repair damage as necessary. If no damage found, perform the CCM alignment procedure per WSM Section 419-03, Cruise Control Radar Alignment. CCM Alignment Incorrect If an issue remains after addressing outside factors, perform the CCM alignment procedure. Refer to WSM, Section 419-03, Cruise Control Radar Alignment. Notes regarding radar drive alignment 1. The radar needs to see 150-200 stationary targets on either side of the road to identify the center of the lane. 2. These targets increment as the vehicle is driving over 15 mph (24 km/h). 3. The faster it sees these targets the faster it will complete the process. 4. Loss of communication and internal fault DTCs will prevent completion of the process. 5. Key cycles between initiation of the drive alignment and the drive will move the vehicle out of alignment mode. © 2023 Ford Motor Company All rights reserved. NOTE: This information is not intended to replace or supersede any warranty, parts and service policy, workshop manual (WSM) procedures or technical training or wiring diagram information.

My similar curiosity about our 2015 MKX's Adaptive Cruise actuating the vehicle's brake lights was satisfied when driving at night with the second row seats folded down. The CHMSL brake lamp illuminating the cargo area was evident enough in the rear view mirror to put me at ease, that following drivers are sufficiently warned when automatic braking occurs. The following descriptions from the 2019 Edge Workshop Manual on the Adaptive Cruise Control system & the Collision Warning/Collision Avoidance system may enhance your understanding and deepen your confidence in these valuable driver assistance features. Good luck! Moving your device cursor over capitalized acronyms should yield an onscreen full-word description... Cruise Control - System Operation and Component Description System Operation Adaptive Cruise Control Network Message Chart Network Input Messages - ABS Module Broadcast Message Originating Module Message Purpose ACC deceleration request IPMA Used for cruise control automatic braking. ACC stop mode request PCM Used for ACC automatic braking. Brake pedal applied PCM Used for brake switch input. Cruise control overide PCM Driver overriding cruise control with accelerator pedal. Network Input Messages - CCM Broadcast Message Originating Module Message Purpose APP PCM Used for accelerator pedal status. ACC enabled IPC Activates ACC ACC stop mode request PCM Used for ACC automatic braking. ACC switch comands SCCM Used for speed control enable/disable, gap settings and operating mode request. Brake pedal applied PCM Used for brake switch input. Cruise control override PCM Driver overriding cruise control with accelerator pedal. Ignition status BCM Used for ignition switch position input. Stability control event in progress ABS module Deactivates cruise control when requested. Traction control event in progress Vehicle yaw rate Vehicle lateral acceleration RCM Deactivates cruise control when requested. Vehicle longitudinal acceleration Vehicle configuration data BCM Used for comparison checking adaptive cruise control configuration. Network Input Messages - IPC Broadcast Message Originating Module Message Purpose ACC gap distance display IPMA Data used to generate message center display indicating adaptive cruise control gap setting. ACC follow mode display IPMA Data used to activate the follow vehicle indicator. ACC stop mode display IPMA Data used to activate the stop and go auto mode indicator. ACC resume display IPMA Data used to activate the stop and go auto resume mode indicator. Cruise control set speed display PCM Data used to activate the select cruise control display. Cruise control override PCM Driver overriding cruise control with accelerator pedal. Cruise control status PCM Data used for cruise control indicator status. Network Input Messages - PCM Broadcast Message Originating Module Message Purpose Steering wheel switch speed control request SCCM Used for cruise control enable/disable and operating mode request. Stability control event in progress ABS module Deactivates cruise control when requested. Traction control event in progress Vehicle lateral acceleration RCM Deactivates cruise control when requested. Vehicle longitudinal acceleration Vehicle yaw rate ACC Operation NOTE: For a complete illustration of the ACC indicators and graphic displays, refer to the Owner's Literature. The ACC system functions much like a standard cruise control system. The ACC system automatically adjusts the vehicle speed to maintain a set distance gap from the front of the vehicle and the vehicle in the same path of travel. When the ACC system is on and is following a vehicle or a vehicle enters the same driving lane, a follow vehicle graphic is displayed in the message center. The ACC system does not function if the vehicle speed is below 20 km/h (12 mph). As the vehicle slows down during automatic braking, the ACC system discontinues braking at 20 km/h (12 mph). At that speed, an audible alarm sounds and the automatic braking from the ABS module is released. The driver must take over the vehicle braking control. (EDITED by Haz- See subsequent posts, below) The cruise control deactivator switch (which is integral to the BPP switch) is an additional safety feature. When the brake pedal is applied, the cruise control system deactivator switch opens and removes the ground signal from the PCM input circuit, releasing the throttle and immediately deactivating the system. The CCM monitors the yaw rate signal from the ABS module and compares it to the wheel speed and steering wheel angle signals. If the ABS module determines the yaw rate is invalid, the CCM disables the ACC . The message center displays the message COLLISION WARNING MALFUNCTION and/or ADAPTIVE CRUISE MALFUNCTION. The CCM monitors the environment in front of the vehicle while active. If the radar beam is obstructed by a buildup of snow, ice, rain or other debris or the vehicle is driven in a desert environment with no other traffic for extended periods of time, the sensor triggers an "ADAPTIVE CRUISE NOT AVAILABLE SENSOR BLOCKED SEE MANUAL" message in the message center and disables the ACC . The ACC resumes once the obstruction is cleared and the radar is able to detect targets or upon a key cycle. The ACC system does not engage properly if the front radar sensor is not aligned correctly and the message center displays FRONT SENSOR NOT ALIGNED. The ACC resumes once the radar is aligned and is able to properly detect targets. The ABS module estimates brake temperature by monitoring applied brake pressure over a period of time and sends a message to the CCM when the estimated temperature is above a given threshold. An alarm sounds and the ACC system is deactivated until the estimated brake temperature returns to cooler operating conditions. This condition can happen in a hilly or mountainous driving terrain. All CCM Diagnostic Trouble Codes (DTCs) are sent to the IPMA on a dedicated private CAN . The IPMA acts as a gateway. Cruise Control Indicator The ACC indicator located in the IPC illuminates a gray indicator lamp and displays the previous gap setting and SET graphic indicating the systems in standby mode. This notifies the driver the system is ready and the vehicle can be accelerated to the desired speed. A green ACC indicator illuminates when the system is active. Steering Wheel Switch Function The ACC steering wheel mounted switches are momentary contact switches that toggle up and down for the cruise control switch state. Pressing and releasing the steering wheel cruise control ON/OFF switch turns the cruise control system on. Pressing up (SET+) and releasing the SET switch sets the vehicle's speed and stores the set speed in memory. The ACC indicator illuminates and the message center displays the set speed and gap setting graphic. There are two ways to change the set speed. The first way is to accelerate or brake to the desired speed and press and release the SET cruise control switch until the desired set speed is shown on the message center. The second way is by tapping the SET+ or the SET- switch while in the set mode, increasing or decreasing the displayed set speed by 1.6 km/h (1 mph) per tap. If the respective button is pressed and held, the displayed set speed continues to increase or decrease until the button is released. The ACC system may apply the brakes to slow the vehicle down to the new set speed. The set speed displays continuously in the message center while the ACC system is active. Pressing and releasing the OFF switch or switching the ignition to OFF, turns the ACC system off. The ACC set speed memory is erased. Applying the brake or pressing the CNCL switch puts the ACC system in standby mode and the last set speed is displayed in the message center with a strike through. Pressing the RES button when the ACC system is in standby mode causes the vehicle to accelerate to the last set speed. The set speed continuously displays in the message center while the ACC system is active. The RES button does not function if the OFF button is pressed, the ignition is cycled OFF or if the current vehicle speed is below the minimum operational speed. The ACC system has the capability for the driver to change from ACC to standard cruise control. The LH 5-way steering wheel switch is used to switch from the ACC system to standard cruise control system within the message center. For information on selecting the standard cruise control in the message center, refer to Owner's Literature. Once the driver has selected the standard cruise control in the message center, the ACC indicator is replaced by the standard cruise control indicator. The vehicle no longer responds to lead vehicles or automatic braking. Upon the next ignition cycle, the vehicle defaults back to the ACC system. Gap Setting When a vehicle ahead enters the same lane or a slower vehicle is ahead in the same lane, the vehicle speed adjusts automatically to maintain a preset distance gap. A bar graph with four preset distance gap settings are displayed in the message center. Pressing up (decrease) or down (increase) on the steering wheel cruise control gap switch increases or decreases the distance from the vehicle ahead. If all of the bars are illuminated, this is the longest gap setting. If only one bar is illuminated, that is the shortest gap setting. The vehicle maintains the distance gap to the vehicle ahead until: the vehicle ahead accelerates to a speed above the set speed. the vehicle ahead moves out of the lane or out of view. the vehicle speed falls below 20 km/h (12 mph). a new gap distance is set. After each ignition cycle, the previous gap setting is remembered and the system is set to that gap setting. The distance gap can be overridden by applying the accelerator pedal. The follow vehicle graphic is not displayed in the message center and the green indicator illuminates. When the accelerator pedal is released, the ACC system returns to normal operation and the vehicle speed decreases to the set speed or a lower speed if following a vehicle ahead. Deceleration Control The CCM commands the ABS module, which controls the brakes, to automatically apply the brakes to slow the vehicle to maintain a safe distance to the vehicle in front. Pre-Collision Assist System Operation The pre-collision assist system is an additional safety feature on vehicles equipped with ACC . The system is active whether the ACC system is on or off. If the system detects a vehicle, pedestrian or other object in the vehicle path of travel, the system provides three levels of functionality: Visual and audible alert Brake support Active braking The system uses object detection information from the radar sensor integrated in the CCM and the forward-looking camera in the IPMA mounted on the front windshield below the rear view mirror. The CCM and the IPMA scan a designated area in front of the vehicle. Messages are sent between the CCM and the IPMA on dedicated CAN circuit, which determine whether an object, vehicle or pedestrian is in the path of travel, the approximate distance to the object and how fast the vehicle is approaching it. For additional information, Component Description Steering Wheel Switches The cruise control steering wheel mounted switches are momentary contact switches that toggle up and down for the switch state. The switches are an input to the SCCM . Brake Switch When the brake pedal is applied, an electrical signal from stoplamp circuit to the PCM deactivates the system. Under increased brake pedal effort, the cruise control deactivator switch opens and removes the ground signal from the PCM input circuit releasing the throttle, immediately deactivating the system. CCM The CCM contains a radar sensing unit which measures the relative speed and the distance between the front of the vehicle and the vehicle being followed. The IPMA is responsible for requesting the PCM to increase vehicle speed and the ABS module to brake, when necessary. All CCM Diagnostic Trouble Codes (DTCs) are sent to the IPMA on a dedicated private CAN . The IPMA acts as a gateway. IPMA The IPMA is located on the windshield, below the interior rear view mirror. The IPMA contains a forward-looking camera with a designated sight line in front of the moving vehicle. The camera detects and differentiate between an approaching object, vehicle or pedestrian in the path of travel. This information is shared with the CCM on a dedicated private CAN circuit. Collision Warning and Collision Avoidance System - System Operation and Component Description System Operation ACC With Pre-Collision Assist Network Message Chart Network Input Messages - ACM Broadcast Message Originating Module Message Purpose IPC chime IPC Data used to command a warning chime during possible collision event and audio mute so that the warning chime can be heard. Network Input Messages - IPC Broadcast Message Originating Module Message Purpose Collision avoidance and driver support camera status IPMA Data used to command the pre-collision assist system fault status in the message center. Collision avoidance and driver support chime status CCM Data used to command a warning chime that a collision event is possible. Collision avoidance and driver support radar blocked warning CCM Data used to command a radar blocked message in the message center. Forward collision chime request CCM Data used to command warning chime during possible collision event. When this message is received, the IPC sends the audio mute message to the ACM . Forward collision warning message request CCM Data used to command warning chime and messages during possible collision event. Network Input Messages - IPMA Broadcast Message Originating Module Message Purpose Collision avoidance and driver support radar status IPMA Data used to communicate the function status of the camera in the IPMA . Network Input Messages - ABS Module Broadcast Message Originating Module Message Purpose Collision mitigation by braking deceleration request CCM Data used to enable the brakes to slow vehicle speed when the pre-collision assist system determines that a collision is imminent. Collision mitigation by braking brake pre-charge CCM Data used to enable the ABS module to pre-charge the brakes to prepare them for rapid braking by the driver. Pre-Collision Assist System Operation The pre-collision assist system is offered as a camera-only option without ACC . An additional safety feature on vehicles equipped with ACC uses both the CCM (radar) and the IPMA . The system is active whether the ACC system is on or off. If the system detects a vehicle, pedestrian or other object in the vehicle path of travel, the system provides three levels of functionality: Visual and audible alert Brake support Active braking Vehicles equipped with ACC uses object detection information from the radar sensor integrated in the CCM and the forward-looking camera in the IPMA located on the windshield, below the interior rear view mirror. The CCM and the IPMA scan a designated area in front of the vehicle. Network messages are sent between the CCM and the IPMA on dedicated CAN circuits, which determine whether an object, vehicle or pedestrian is in the path of travel, the approximate distance to the object and how fast the vehicle is approaching it. Vehicles equipped without ACC uses object detection information from the forward-looking camera in the IPMA only and is located on the windshield, below the interior rear view mirror. When the vehicle approaches the object, the IPMA sends a message through the GWM to the IPC module to turn on the red pre-collision warning indicator in the message center and to sound an audible alert. The IPMA also sends a message to the ABS module to pre-charge the brakes in order to prepare them for rapid braking. If the system determines that a collision is imminent, an active braking message is sent from the IPMA to the ABS module. The system reduces the gap between the brake pads and discs, applying the brakes to slow vehicle speed without driver intervention. The pre-collision alert system uses image recognition software that differentiates shapes, which allows the system to determine if the approaching object is a vehicle or a pedestrian. If the camera does not recognize the shape as a vehicle or a pedestrian, the system does not provide full function. The system may not work properly at night, in direct or low sunlight, when camera vision is reduced due to weather conditions or due to a blocked CCM radar sensor. If the IPMA camera module is obstructed, the pre-collision system does not respond properly to pedestrians or stationary vehicles and reduces the ability to recognize moving vehicles. Unconventional vehicle types, pedestrians in groups or with complex backgrounds or partly obscured pedestrians may not be detected by the system. The pre-collision assist system is active at speeds above 5 km/h (3 mph) and pedestrian detection is active at speeds up to 80 km/h (50 mph). The pre-collision assist system has three levels of sensitivity detection (HIGH, NORMAL and LOW) that can be changed through the message center display in the IPC . The alert sensitivity is adjusted and active braking can be turned OFF in the IPC . The active braking function reverts back to ON at the next ignition cycle. When a system fault is detected with the pre-collision warning system, the message PRE-COLLISION ASSIST NOT AVAILABLE SENSOR BLOCKED or PRE-COLLISION ASSIST NOT AVAILABLE is displayed in the IPC message center. Component Description CCM The CCM contains a radar sensor unit that determines the distance and relative speed of the vehicle that is in the path of travel. All CCM Diagnostic Trouble Codes (DTCs) are sent to the IPMA on a dedicated private CAN . The IPMA acts as a gateway for the CCM .

I have a gooloo from Amazon that works great. Also charges mobile devices.

Asking $16,500 Location: Tampa, FL Not your average grocery getter! Fully loaded, garage kept, 450HP daily driven sleeper. This vehicle has been meticulously maintained both inside and out, with documentation to show all oil changes, and other maintenance. Recently completed Chemical Guys paint correction and sealant. Highlights: 450HP 12.5 ET Quarter Mile Time 128k Highway miles Great condition Daily driver Garage kept 1 owner Clean title in hand Panoramic sunroof Heated and cooled seats 21" wheels with Michelin Pilot Sport 4S tires Ceramic tint on all windows and sunroof Modifications: (3) ZFG Racing Tunes - Daily 93 Octane - Race E50 - Race Full E85 HP Tuner - MPVI 2 Hardware BNR Hybrid Turbos Custom Catted Down Pipes Custom Dual Exhaust H&R Lowering Springs XDI High Pressure Fuel Pump Ultimate Performance Intercooler Ultimate Performance Engine Mount Ram Fab Custom Charge Pipe Custom Intake Drilled and Slotted Rotors Stainless Steel Brake Lines New Struts Accel Coil Packs Livernois Custom Gapped Plugs Royal Purple Fluids for: - Engine - Transmission - PTU - Rear

92k miles Oil and filter Summer /winter wheel swap Rear pads and rotors (Raybestos Element 3) Drained the catch can again, had about a tablespoon of very dark, thin, oily crap.

Lulubelle is not dead. Matter of fact the 2011 Ford Edge Limited FWD with the 3.5 duratec is still rocking it on the highways at 355,000 miles and counting.

From the 2016 Edge Workshop Manual... Moving your device cursor over capitalized acronyms should yield an onscreen full-word description. DRL System Diagram Network Message Chart BCM Network Input Messages Broadcast Message Originating Module Message Purpose Gear position PCM Indicates the GSM request to the BCM . When the GSM has selected any position other than park, the BCM activates the DRL . DRL For the halogen headlamp system, the DRL system utilizes the existing circuitry and components from the headlamp low beam system. The DRL system operates the low beam headlamps at a reduced intensity. For the High Intensity Discharge (HID) headlamp system, DRL system utilizes a halogen bulb in the headlamp assembly. The BCM monitors the ignition status, the headlamp switch and autolamp status. There are two types of DRL . Conventional (where it is required) and configurable. When equipped with conventional DRL , the DRL are active in any headlamp switch position except the HEADLAMPS position. When equipped with configurable DRL , the DRL may be enabled through the IPC message center. When enabled, the DRL are active only in the AUTOLAMPS headlamp position. When autolamps request the headlamps on, the DRL are de-activated. The DRL are activated when the following conditions are met: the ignition is in run the headlamps have not been turned on by the autolamp system or the headlamp switch the transmission is not in park When a turn signal is active, the corresponding daytime running lamp will turn off. Once the turn signal is deactivated, the daytime running lamp returns to normal operation. When the transmission is in not in PARK, the PCM sends a message over the HS-CAN1 to the BCM indicating the transmission is not in PARK. The BCM also provides Field Effect Transistor (FET) protection of the exterior lamps switched voltage and DRL output circuits. When an excessive current draw is detected, the BCM disables the affected circuit driver. Field Effect Transistor (FET) Protection The BCM utilizes an Field Effect Transistor (FET) protective circuit strategy for many of its outputs, for example, lamp output circuits. Output loads (current level) are monitored for excessive current (typically short circuits) and are shut down (turns off the voltage or ground provided by the module) when a fault event is detected. A Field Effect Transistor (FET) is a type of transistor that the control module software uses to control and monitor current flow on module outputs. The Field Effect Transistor (FET) protection strategy prevents module damage in the event of excessive current flow. Output loads (current level) are monitored for excessive current draw (typically short circuits). When a fault event is detected the Field Effect Transistor (FET) turns off and a short circuit DTC sets. The module resets the Field Effect Transistor (FET) protection and allows the circuit to function when the fault is corrected or the ignition state is cycled off and then back on. When the excessive circuit load occurs often enough, the module shuts down the output until a repair procedure is carried out. Each Field Effect Transistor (FET) protected circuit has 3 predefined levels of short circuit tolerance based on a module lifetime level of fault events based upon the durability of the Field Effect Transistor (FET). If the total tolerance level is determined to be 600 fault events, the 3 predefined levels would be 200, 400 and 600 fault events. When each level is reached, the DTC associated with the short circuit sets along with DTC U1000:00. These Diagnostic Trouble Codes (DTCs) can be cleared using the module on-demand self-test, then the Clear DTC operation on the scan tool (if the on-demand test shows the fault corrected). The module never resets the fault event counter to zero and continues to advance the fault event counter as short circuit fault events occur. If the number of short circuit fault events reach the third level, then Diagnostic Trouble Codes (DTCs) U1000:00 and U3000:49 set along with the associated short circuit DTC . DTC U3000:49 cannot be cleared and the module must be replaced after the repair. Headlamp Assembly Wiring Diagram - Left Hand Headlamp Assembly Wiring Diagram - Right Hand Good luck!

There has never been an option for power fold mirrors for that Edge generation.

Only spot! Flood blinds people.

Installed a 20" LED strip light in the grill of my wife's 2011 Ford Edge Limited.

~an hour of random driving, no leaks or unusual noises. Mission accomplished. I will say the fill hole plug is quite tricky to get a wrench on it. Had a breaker bar that wouldn't fit in all the way. Adequate pressure & patience is key. I'm sure someone with a larger tool arsenal might have something that can work better. Feel way better that it's done. Next up will probably be a transmission Drain & fill once we get back from vacation

Starbucks chocolate carmal latte? Yummm.

Finally got around to installing the Gunmetal TSW Nurburgrings (24.5 lbs!!). 295/40/20 Falken Azenis 453CC weigh in at 36. Factory Sport 22s tip the scales at 84 lbs.... Total weight savings of 24 lbs on each corner. For the wheel weight savings naysayers? +3 MPG. Butt dyno is marginal. The suspension however, is phenomenal. The ultra light weight wheels coupled with the H&R springs act x10 out on the road. The Edge litteraly glides around now. The reduced weight seems to go a long way in helping the shocks keep the wheels and tires planted to the road.... Edit: can't post from photo bucket on my nexus. Uploading now.

No, it smelled like old used oil. And I'm not being a wiseass, that is a definite smell. Hydrocarbon combustion, pressure leakage past the rings (which is unavoidable to some degree, especially in boosted applications) create a distinct smell.

While this General Service Bulletin is written for 2019-2023 Ranger models, it's technique of using a tape measure and masking tape on the steering wheel to measure brake pedal travel does provide a measurement that may be useful when describing brake performance issues to a Dealership Service Rep or Professional Service Technician... GENERAL SERVICE BULLETIN Brake Pedal Travel Measurement Procedure 23-7030 02 March 2023 This bulletin supersedes 22-7059. Model: Ford 2019-2023 Ranger Summary This article supersedes GSB 22-7059 to update the vehicle model years affected. This article is to assist with determining when brake system repairs are necessary to address the symptom of excessive brake pedal travel (low/spongy pedal). Brake Pedal Travel Measurement Procedure 1. With the vehicle on a flat surface, place the transmission selector level in park (P). Do not apply the parking brake. 2. With the engine off, push the brake pedal heavily 10 times. This will remove all vacuum from the brake booster. 3. Pedal travel measurement set up: (1). The steering wheel position will need to be: • Straight/centered with the lower opening at the 6 o’clock position. • Up/down (tilt) position is to be at its lowest point. • In/out (telescoping) position should be at its most inward position (toward the brake pedal). (2). Wrap a 2 inch (5 cm) wide strip of low-tac tape through the lower opening of the steering wheel. (3). Extend a tape measure (in centimeters if available) through the lower opening of the steering wheel over the tape that was just installed. Use caution to prevent any damage to the steering wheel. (Figure 1) Figure 1 (4). Secure the end of the tape measure to the left/center side of the brake pedal as shown. A high-tac tape can be used to hold the end of the tape measure in place during the procedure. (Figure 2) Figure 2 (5). Using a ball point pen, draw a line on the tape to create an indicating mark for the tape measure. (Figure 3) Figure 3 (6). The brake pedal travel measurement set up at the steering wheel should look like this. The actual measurement shown below is only an example and should not be used when calculating pedal travel on the vehicle being tested. (Figure 4) Figure 4 4. Ford Diagnosis and Repair System (FDRS) setup: (1). Connect the FDRS to the vehicle and begin a vehicle session. (2). In the FDRS Menu, access User Settings and make sure that the unit of measure for Pressure is set to kPa. (3). Select the toolbox tab and then datalogger from the list on the right side of the screen. (4). On the datalogger module selection screen, select Anti-lock Brake System (ABS) module and Continue. (5). On the parameter identification (PID) list selection screen for the ABS module, select: BRKHYDPRESS. 5. Brake pedal travel measurement: (1). With the brake pedal not-pressed, record the reading of the tape measure at the line draw on the tape on the steering wheel. (Figure 4) (2). While monitoring the BRKHYDPRESS PID in FDRS, slowly press the brake pedal until 1000 kPa is obtained. (3). Record the reading of the tape measure at the line drawn on the tape on the steering wheel while the brake pedal pressure is being held at 1000 kPa. (4). Perform this test a total of 5 times with 30 second intervals after each press of the brake pedal. Document all readings in the chart provided below. (Table 1) Table 1 Test Number Brake Pedal Not Pressed Measurement (cm) Brake Pedal Pressed Measurement (cm) Calculated Brake Pedal Travel (cm) 1 2 3 4 5 Brake pedal travel average: 6. Is the average brake pedal travel equal to or less than 5.2 cm? (1). Yes - brake pedal travel is within normal range and the brake hydraulic system is operating normally. (2). No - perform a Brake System Pressure Bleeding, refer to Workshop Manual (WSM), Section 206-00 and retest. If the average brake pedal travel is still above the normal range after performing the Brake System Pressure Bleeding procedure, refer to WSM, Section 206-00 for further diagnosis and testing. © 2023 Ford Motor Company All rights reserved. NOTE: This information is not intended to replace or supersede any warranty, parts and service policy, workshop manual (WSM) procedures or technical training or wiring diagram information.

As far as I can tell those that have had their oil pans done correctly as per the procedure haven't had any issues, so I question the skills of your dealership. It might also be a good idea to contact Ford Customer service and let them know your concerns and possibly with that on record it might be covered if it leaked again, and I'd definitely take a different dealership.

PTU done. I'll probably swap it again when I get closer to 30,000

Problem solved. Boot had a small tear and water was inside. Freezing so it wouldn't turn but also had quite a bit of rust inside . The last day or so they were getting rough spots as you turned the wheel. Thanks!

Perfectly normal. Just drained ours in our 2016 2.0L Given enough time, you'll see the oil, gunk, gas, water separate

There are several. Here's the link to the one I was talking about.

Sorry this took so damn long. I'm. OTR driver and had to do all mods in increments and just got around to tires. Here are pics 295/35 21 Continental Extreme Contacts

Hello all. This is kind of a dead thread but I figured I’d post what I’ve found given this happened to me on my MKX. Turned out to just be the wiring harness from the vehicle to the parking brake motor. The failure message was intermittent as some on here also had. Would come on and go away and so on. Scanner displayed 2 codes in ABS module. One for parking brake malfunction and the other for left parking brake motor. For some reason the wiring in these harnesses break inside the wiring loom. See attached. This is what was found inside the wiring loom, makes sense as to why it was failing lol. Not sure how this happens but seems to be common on edges and MKX. Easy repair, around 60$ CAD per side for the new harnesses. Odds are pretty good you don’t need new actuators when this happens, especially if it is intermittent. The abs module stop seeing the motor due to the wire break or almost break which causes the code. This warning self clears when connection reestablished which is why it will go away. Codes with still be logged but light is off. If you have this problem unplug and check the harness (2 wires) for continuity between each end (if you have a multimeter). Resistance should be very low like 0.1 ohms maybe 1ohm but anything higher or and OL reading the harness is nfg and needs to be replaced. Something to try before shelling out to a dealer for some parts you may not need and at an inflated cost.

Thanks to all. My problem is that we don't have many choices for batteries here. The BXT-65-650 being more common is actually cheaper than the BXT-90T5-590. Hence my desire to use that, being cheaper, bigger & easier to find.

This thread deserves a bump. Just ordered.the UP Garrett core IC. For those ney sayers and fence riders, if you can’t research what the IAT differentials translate to regarding power,or cannot grasp the concept, I feel sorry for you. For everyone that carried the ball here I thank you greatly!