akirby

Ask yourself why there are no published test results with empirical data proving these filters improve fuel economy. Or go find them. The other ones were easy to find. I'm not saying not to buy them. Just don't delude yourself or try to rationalize the expense by claiming mpg increases that aren't there.

Check for snow or ice buildup around the wheel speed sensors or other damage. A sensor isn't reading properly and thinks the wheel is locking up

BTW - this was true on carbureted engines where the air fuel ratio was not computer controlled as shown in the fueleconomy.gov test. But nobody makes those now.

Cooler denser air will produce more power. The problem is that also requires more fuel. Banks' statement that "generally increases fuel economy" is the same as K&N's similar vague claims. It's all marketing BS. Again - this is just as easy to test and prove as power levels. If there was a mpg benefit they would have graphs and test data to back it up pasted all over their websites. Don't believe marketing and urban myths - believe the facts.

http://www.metrompg.com/posts/air-filter-part-2.htm

Don't substitute theories for actual test results. Especially test results from the same agency that actually performs the tests and who sets the standards. In a modern closed loop system the air fuel ratio will always adjust to match the actual air intake whether you have a K&N, a paper filter or no filter. This test clogged the filter so much it was deformed from the vacuum - a worst case scenario - with no difference. http://www.fueleconomy.gov/Feg/pdfs/Air_Filter_Effects_02_26_2009.pdf#page37 The goal of this study was to explore the effects of a clogged air filter on the fuel economy of vehicles operating over prescribed test cycles. Three newer vehicles (a 2007 Buick Lucerne, a 2006 Dodge Charger, and a 2003 Toyota Camry) and an older carbureted vehicle were tested. Results show that clogging the air filter has no significant effect on the fuel economy of the newer vehicles (all fuel injected with closed-loop control and one equipped with MDS). The engine control systems were able to maintain the desired AFR regardless of intake restrictions, and therefore fuel consumption was not increased.

Popular theory but incorrect. It doesn't matter how the air gets to the engine. Only the amount and the density as measured by the MAF. You can get a bit more air at WOT so you might pick up a few hp, but not better fuel economy. The amount of fuel is determined by the amount of oxygen. The engine doesn't work harder or easier - it just opens the valves and takes in whatever is there. Exhibit A: a guy put a cloth diaper in his stock air box and drove it for a few days. There wasn't much power but when he measured his fuel economy it actually went UP, not down. Exhibit B: K&N does extensive dyno testing to show power improvements. They could just as easily perform fuel economy tests and publish those results. But you won't find anything like that on their website.

I would change it asap. It's hygroscopic and probably full of water and could be rusting the brake components from the inside out.

On what basis do you think a less restrictive air filter would yield better mpg? And if it was true that you could gain a few mpg just by using a different filter that costs a few bucks per vehicle, why aren't the manufacturers using them?

If you're talking about this quote (only one I could find): note the "so much for" and the quotes. Many people don't believe the factory synthetic blend motorcraft oil will provide adequate protection beyond 150K miles. I was saying that this topic is proving otherwise. And in the future, please quote the offending post.

Do a forum search - it's somewhere under the dash or on a module in the rear. But I can't remember the details.

Just another owner who turns down the opportunity to purchase an extended warranty then complains about something not being covered. TANSTAAFL. If they covered things like that under warranty then the cost would have been added into the price of your vehicle. Either way you're paying for it whether it's a factory warranty, extended warranty or out of pocket.

It doesn't matter whether you think it's part of the emissions system or not - Ford very clearly spells out (as you can see above) what is and isn't covered by the emissions warranty. Had you purchased an extended warranty it would probably be covered, but lacking that it's your responsibility.

Or they de-rated the Ford a little to make the Lincoln look better. Probably the octane difference though.

Sounds like you have a power steering leak. Should be an easy fix with a new hose or pump. Hopefully it's not the PTU. If it is then it should be covered by the powertrain warranty. Outside of the PTU long term reliability should be fine.

Not likely. If it did it would be identical to the 2015 model just with a new model year.

There is zero evidence that MFT problems have resulted in diminished value. If new car buyers want the system now (and they do) then used car buyers would also want it. Especially since the current software is available on all MFT vehicles and it's pretty stable.

You'd need to go to a dealer and prove you're the registered owner and have new keys cut and programmed.

How do you know the battery isn't bad? Did you get it tested with a modern tester checking the cranking apps? It may not be the root cause but it may need to be replaced regardless. The dealer should be able to measure the current draw when the vehicle is off and after the onboard systems have shut down. Common causes are the body module or the shifter park sensor.

In other words - exactly what Waldo told you guys.

My first guess is always a bad battery. Have a good shop test the cranking apps with a modern tester, not just an older load tester that measures voltage.

And your dealer will have gotten that same notice. If they claim they didn't then you should probably find a new dealer who has a clue.

They've been developing and testing the 2015 Edge with MFT since day one. It was scheduled to debut last fall well before sync 3 was going to be ready. So all that testing was already done. Sync 3 will be tested on the 2015 Edge because at some point it will replace MFT. So there's no additional testing required. As soon as sync 3 is ready and Ford decides to start offering it they will just swap out the parts and software. My guess is they will wait for a model year changeover but they don't have to. They could do it in the middle of a run and call it job 2 or job 3.

They can switch in sync 3 on the assembly line whenever they want to the same way they can put in 2 or 3 different head units. It's just different parts and software. Not saying they will but they could. Very easily.