snmjim

Highly recommend getting in line by placing your order because their building these in batch runs so after this batch the next order will have to reach a Qty of 15 or more before they startup production again. As you can see so far due to lack of materials and other various issues the 15-20 orders ADDCO has from our members has taken months. If interested in jumping on this train recommend going to page 3 of this topic to find the ordering specifics and jump on board.

I'm done, SpecialK & I are not here to compete or butt heads but to share our expertise to help the community.

Only you can determine if your questions are answered. As do SpecialK & I of which neither of us, as stated multiple times throughout FEF that we do NOT receive any benefits from vendors aside from our R&D agreements. However, when independent (i.e. snmjim & SpecialK aka JC Performance Developers) R&D results/data support the vendor's claims that is about as validated as you can get. FYI, in no way does our FEF contributions correlate to our professions, it doesn't pay...but engineering for DHS does...

I can't answer for the CA owners however, I can differ this to Xtra (knowledgeable FEF CA owner) in addition to providing you with what facts I know in addition to recommending you contact the SME Vinny (JLT) 757-335-1940. Also recommend you go back through and read this entire topic string of which some of your questions will be answered... CA is extremely stringent about their emissions laws especially when it comes to where the PCV fumes vent. However, I do challenge the catch can issue because it's simply separating & containing the oil & some moisture from the crankcase gasses. Catch cans are not just recommended specifically for the track but more for anyone who wants to reduce/mitigate the coking of their intake valves caused by the burning of the oily PCV fumes over the course of time which eventually impedes performance & gas mileage. It is a fact that catch cans collect more moisture mixed oil during the cooler weather due to excessive condensation build up during start & warm up, hence the collected oil is milky in appearance due to the mix of oil & water. More details are provided on the last two paragraphs in the this topic string...

Hey there Bolt, If you don't intend to increase HP then there was no need in changing the RMM out. However, if you do then its a matter of personal preference on the cabin noise & vibration. If I recall correctly...the red one from Ultimate Perf does use a softer Duro however I recommend you contact Shawn at CPe (301-477-1933) and ask him to verify that you have the correct bushing Duro for the Ford Edge Sport. It has happened that since the CPe Fusion Sport & Edge Sport share the same RMM but with different Duro bushings that you could have received the harder bushing used by the Fusion Sport (80-70 Duro) vs the Edge which should be 60.

FYI Ref updated catch can data point (2500 mi) on page 5 of this topic... :happy feet: :happy feet: :happy feet:

What defense is required, I never said anything deroragatory towards Summit, besides their one of my favorite.

Hang in there everybody, I know it's painful however if you understood more about the custom manufacturing industry you'd appreciate a few weeks/months waiting period as opposed to the normal 1-2 years. This is a high quality stabilizer manufacturing Co that backs their product and it should say something when some of the big race circuits i.e. Summit & Lime Rock place mass Qty requests. We're fortunate that ADDCO is even entertaining our unique niche... This wait is comparatively short and well worth it, just the other night I was able to controllably drift an entire round about so well that Tanner & Ken would have been proud... Just imagine a video with Tanner or Ken using an Edge Sport doing a Gymkhana run through the streets of San Francisco...ROFLMAO!!! :happy feet:

Probably will use LMS once SpecialK & I finish discussions with them 2 establish expectations and schedule the trip there for Dyno Tuning. No running any time soon because we're trying to refine the current Tune since we did all the Mods then once that's done on go the Turbos & off 2 LMS hopefully... Car goes out the door???

We'll be more than happy to support any reasonable driving distance track meet once we have this beast running right... Word to the wise: you can't do enough homework when it comes to picking a good tuner... It can very easily be a relationship of performance filled bliss or an all out pissing contest...

You won't have that IC heat soak issue if you'd read our R&D string: http://www.fordedgeforum.com/topic/21117-intercooler-sport/ That along with our parts resource shopping list should get U where U want 2 B...;-) http://www.fordedgeforum.com/topic/24317-the-ultimate-27tt-aftermarket-parts-thread/

16-18??? Didn't make what cut?

No way we'd ask that much of you...lol Maybe meet halfway or we come as far as you'd be comfortable with. Not much incentive other than we're in negotiations with LMS to possibly start teaming with them on site in Detroit to assist with further development of the Tune beyond the stock Edge Sport i.e. Turbos and more... They informed us that their boxed Edge Sport Tunes were developed from experience with the 2.7 on other platforms but no specific Edge Sport hands on therefore, having us show up and having them Dyno Tune will allow them the detailed data they'd need to take the Tune further. Therefore, the incentive would be that LMS will be in a position to offer better Tunes for stock Edge Sports in addition to going further with HiPo Mods. Not a direct incentive but a FEF members benefit as a whole...

Status/Update Per John Wright (ADDCO Rep): - Still waiting on raw material shipment, hopefully this week - 15 orders to date - ETA 2-4 weeks

SpecialK & I are looking for someone within reasonable driving distance to Maryland with a 2016-2018 Edge Sport with an LMS v3 Tune that we can meetup with to do some Tune comparatives. We're also soliciting anyone that used an Unleashed Tune but switched to LMS & why? Would appreciate a prompt response to assist us with deciding who we should use for tuning when we install modified Turbos...;-)

How is this post relative to this topic string???...

FYI I religiously update with the ADDCO Rep every other Monday. I'm due 4 an update this coming Monday. Note: they were on hold 4 raw material due 2 a surge N demand from Summit Raceway.

FYI Ref our updated post on page 5, 2nd post... :happy feet: :happy feet:

You stole my idea asshat...lol... I'll go you one better...why even bother removing the throttle body when you can actuate the throttle plate to the open position and pass the bore scope straight in...BOOYA!!!...

First of all...WELCOME! Yes, a modified RMM usually does increase NVH but there is an acceptable level which is a personal preference. If your staying stock there's no need to change the RMM however, if your increasing HP and intend to dig and hard launch you should consider going with the CPe RMM. The stock RMM will allow too much movement in the powertrain in turn over stressing other powertrain components. FYI, SpecialK & I are the ones that worked directly with CPe to develop the acceptable Duro/NVH. We started at 80 Duro and by increments of 10 ended up at 60 being the happy medium.

Why would you go through the trouble of pulling the heads instead of just the intake manifold to do an analysis/validation of the coking issue? Pulling the heads will only show you the valve faces which will not provide any coking evidence, they'll look normal for a direct injected turbo charged engine. Pulling the intake manifold, which for this car is much easier, will provide you with what you need to see... QUIZ TIME: Which is??? No SpecialK, you are not allowed to participate in this quiz...

Great & healthy discussion here and as I said before...not trying to be the ass hat downer but just trying to contribute to the Info share so everyone can draw educated conclusions with a full deck. Ref my ongoing Eval in this topic string (Pg 5 SnmJim 5th post) which provides the hard evidence that a catch can on a 2016 Edge Sport is needed and if the oil vapors are in fact needed for valve lubrication then what gets by the catch can should be sufficient. Valve lubrication issue: Back in the days of leaded gas, one of the primary purposes of lead in the fuel was to cushion & lubricate the valve seats,,,fact... Crankcase vent oil separator issue: if you once again Ref my post (Pg 5 SnmJim 5th post Pics) I can say with 99% assurance that an oil separator does not exist where the PCV vents to the intake. In the Pics you can see the stock hose & connection points that connects the PCV to the intake, just after the throttle body. FYI... SpecialK & I will be pulling the intake off sometime this Summer/Fall time frame to validate what 55k worth of PCV venting does to your intake valves. Maybe with a little luck NOTHING...

Omar, what year & model do U have?

Ok then Pg 1 post #4 of this topic string. Intake valve coking is coking no matter what 4 stroke direct injected motor it's on. Recommendation: Read from the beginning of this entire topic string to have a full understanding of where Xtra, SpecialK & myself where going with this topic string...

Totally get your point KLinNBC However, if U Ref the Pics in my 2nd post on page 5 of this topic string I seriously doubt any rational engineering minded individual can call that amount of coking as acceptable? Do U not agree? SpecialK. your perspective on the issue?