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  1. I'm looking at buying a new Edge with class II tow pkg for towing a 2000# trailer including into the Sierras and Rockies. I would like to get the best gas mileage while keeping enough torque and power to do the high, steep hills well, say over 40mph. Here are some numbers I found to compare the two engine choices for the Edge: TowCap mpg hp Torque 2.0L EB AWD 3500# 20/27 245 275 @3000 3.5L V6 AWD 3500# 17/24 280 250 @4000 Can you all please tell me your experiences towing with the Edge? How big is your trailer load? How's the hill performance? What's your towing and non-towing mpg? I'm now towing my 2000# (1920 actually) TAB trailer with 2007 4 cylinder Subaru and it does okay, I lose 10 mpg when towing (from 24 to 14 mpg) and it slows on real steep hills to 30 mpg using 2d gear at 5000 rpm. It's not overheating but I don't know what the wear and tear is. (It looks like no 7-pin connector is available from the factory for some reason, so I'll have to get that and brake controller installed. Otherwise the class II trailer pkg looks good.) thanks much, -deac
  2. The owners manual for my 2012 Edge 2.0L EcoBoost recommends changing the anti-freeze at 60K miles. So I decided to go ahead and change it at 53K. I looked all over for information on this project, here and on YT, but could not any info, except on the V6. I can tell you the project is similar to the v6, with some differences. So I thought I would share with you what I did for this project. I did not do a complete flush. All I did basically was drain the radiator, coolant reservoir and any other fluid that would come out. I put my Edge on car ramps which gets it up high enough to have plenty of room to work under it. Make sure you use the parking brake and wheel wedges behind the rear wheels. Once its on the ramps, remove the lower engine protective pan. This comes off with 4 twist locks. The radiator drain plug is really hidden and hard to access. It is on the lower left corner of the radiator, just in front of the frame rail. The space around it is very tight and I could not get a good photo of it, or I would have posted one. The plug is NOT a nut type end, so you can't use an ope end/box end or socket on it. It looks like a giant twist lock, similar to the ones you twist to remove the lower engine pan. I used a 6 inch Cresent wrench, turned it down to about 3/16: opening so I could fit it on the head of the plug. It takes some fiddling to turn it out about 1 1/2 to 2 turns. It looked like the drain from the plug would drop down through a hole, directly under the plug. I took a 1/2 gallon plastic milk bottle and cut and twist cap end off and then cut the body to about an inch tall so it would slide under the drain hole and empty away from the air dam shroud and into the 5 gallon bucket I used. It worked great. I loosened the drain plug just enough to start dripping, slide the catch pan under the drain plug and the 5 gallon bucket under that. The plug is in a very awkward position, so take you time and open it just enough to start a manageable stream of anti-freeze. Make sure you remove the cap from the coolant reservoir so the system drains easier. It took about 30 minute to drain out all that it was going to drain. Once the last of the drips finished, I removed the bucket,the catch pan and tighten the drain plug. It drained out about 1 1/2 gallons of coolant, so I started pouring in the same amount of new fluid. Once up to the mark on the reservoir, I put the cap on and started the motor. The fluid dropped about an inch in the coolant tank, so I added that much more. Continued running the motor until it warmed up. No leaks! So I reattached the lower engine cover (4 twist locks), cleaned up the area, backed the car off the ramps and let the engine run for about 15 minutes. No change in the fluid level. I'll check it when we drive it some. I took my time, I was in no hurry and spent a couple of hours on the project. Hope this helps! I know it would have been nice had someone posted some notes earlier.
  3. Ford Invests Millions in Cleveland Engine Plant, Supports Growing Customer Demand for EcoBoost­ Engines Ford plans to more than double its EcoBoost®-equipped vehicle sales globally this year Production of 2.0-liter EcoBoost for North America at Cleveland Engine Plant in Ohio to begin in late 2014 Ford more than halfway to its goal to create more than 12,000 hourly jobs in the U.S. by 2015 Production of 2.0-liter EcoBoost engines for North American vehicles moves from Valencia, Spain to Cleveland; Valencia will remain the exclusive production location for the 2.0-liter EcoBoost engine for Ford of Europe-built vehicles; There is no impact on employment at the Valencia plant Cleveland Engine Plant Fact Sheet Ford EcoBoost Forum – To meet rising consumer demand for the award-winning 2.0-liter EcoBoost® engine, Ford Motor Company will invest nearly $200 million and add 450 new jobs at its Cleveland Engine Plant. “This is our One Ford plan at its best – giving customers the power of choice to decide which fuel-efficient engine is best tailored to their needs,” said Joe Hinrichs, Ford president of The Americas. “Cleveland Engine Plant was the first to produce EcoBoost engines and will continue to be a cornerstone of Ford’s strategy to deliver affordable fuel economy for millions.” The hiring builds on the creation of more than 8,100 salaried and hourly jobs in the U.S. last year, including 1,000 in-sourced hourly positions. Ford is more than halfway to its goal of creating 12,000 hourly jobs in the U.S. by 2015 to support new products and investment. Additionally, the company announced last month it plans to hire 2,200 salaried workers in the U.S. in 2013 to fill jobs in such key areas as Product Development, Manufacturing and IT. Production of the 2.0-liter EcoBoost for North America is currently based in Valencia, Spain. The investment in Cleveland will shift North American production to Ohio, while Ford’s Valencia Engine Plant will remain the exclusive production location of the 2.0-liter EcoBoost for Ford of Europe-built vehicles. Valencia will continue to produce and ship parts for these engines to North America. Overall employment at the Valencia plant will not be impacted. The Valencia Engine Plant will transfer some employees to Valencia Assembly Plant to support increased production for C-MAX, Kuga, Transit Connect and Tourneo Connect. Ford is making the move to assemble engines regionally to help meet rising consumer demand for the award-winning 2.0-liter EcoBoost and to optimize production capabilities around the world. Production of the 2.0-liter EcoBoost engine will begin in North America in late 2014. Cleveland Engine Plant currently builds the 3.5-liter EcoBoost engine and 3.7-liter V6. The Ohio facility employs approximately 1,300 people. It has built more than 500,000 3.5-liter EcoBoost engines since 2009. EcoBoost cornerstone EcoBoost is the cornerstone of Ford’s global engine strategy to reduce fuel consumption and emissions. Ford will expand EcoBoost production to 1.6 million engines this year – nearly 100,000 above the previous target. Delivering up to 20 percent better fuel economy than larger-displacement engines, EcoBoost uses smaller overall size combined with turbocharging, gasoline direct injection and variable valve timing to bring customers outstanding performance without sacrificing fuel economy. This year EcoBoost will be available on more than 90 percent of North American nameplates and by 2015, 95 percent of Ford nameplates will be available with EcoBoost engine technology. In 2013 Ford expects to sell more than 500,000 EcoBoost-equipped vehicles in the U.S. – a sizeable increase over the 334,364 EcoBoost vehicles sold in 2012. The 2.0-liter EcoBoost engine to be built in Cleveland is currently available in the Ford Explorer, Edge, all-new Escape and all-new Fusion, Focus ST, Taurus and new Lincoln MKZ and MKT Livery. The engine has won a coveted Ward’s 10 Best Engines trophy each year it has been available in North America.
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