I didn't realize you had a catch can. That's something that was always in the back of my mind when running a catch can is that it introduces new points of failure in the PCV system.
Well $2200 would be a steal.Well it wasn't really all that loose, plus it has a rubber O ring on it for sealing, I would say I got a 1/4 to half a turn at the most, after I noticed that, I figured that was the cause. I took it out , and beat the snot out of it, stayed out. Oh, and off in left field. I found a 3.0 eco over in Indiana for 2200 with 30,000 on it. Really tempted, LOL
Interestingly (well, interesting to me anyway), the Edge Sport stock file I have shows 350, not 380. So that is at least consistent with my stock FFS file. Anyway it seems like the Edge Sport/ST must have the same situation as the FFS, in that some come with a 350 calibration and some with a 380, for some strange reason. Realistically it probably isn't noticeable to an average casual driver, and anyone who really wants to max out performance is going to tune anyway, but I'm still curious about it because I think there might be something to learn from it. It just seems odd to me.I don't recall mentioning it but if I did, I just perused the files I have and the F-150s are 380-389 ft-lb driver demand at the full throttle position, same as the Edge ST. Their 2.7 turbos are almost identical in flow numbers and compressor maps. None of my Fusion files (early or mid/late 2017s/2018s) show anything over 350 ft-lb for DD. The Edge Sport is really the same as our Fusion Sport. The Edge ST compressor speed lines are slightly different (looks like they flow more at lower turbine speeds) very similar to the F-150 but it's really not statistically different. There's no real point in copying/pasting the driver demand numbers. Your first obstacle is really finding all of the torque limiters and any boost limiters, as you steadily increase driver demand. You don't want/need a whole lot of boost with the 2.7 and 3.0 turbos. Most of the time Ford puts the advertised torque values as the limiters. This is really apparent in the Gen 3.5L EcoBoost HO vs. Non-HO. The 2018 F-150 3.5 HO and non-HO turbos have the same compressor maps but different torque limiters. I know the turbine wheel materials are different as are the compression ratios. The Raptor was designed for sustained performance driving (racing in the Baja desert) whereas the XLT/Lariat are driven like cars on the street going from Home Depot to the grocery store.
What's your best 60' time so far?Launching @ 2600 rpm, I have been getting 7.25 lbs of boost at launch.