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Zalvern

MKZ Member
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  1. Thanks for sharing those pictures. Someone must be slacking with Lincoln's website as it still does not have the 2020 Vehicle Configuration up and running for the MKZ. Yet here they are, arriving on lots. I was hoping the package would at least paint the calipers again, but looks like they do not. 4 years ago around November's Los Angeles Auto Show was when the 2017 MKZ revealed. Here's hoping this upcoming Auto Shows will reveal the future of this car for 2021.
  2. Zalvern

    3.0T Performance Modifications

    I'll highly doubt it. Livernois ceased tuning support last I heard after 2018 MY. They only continued support for the Fusion Sport up to 2019. Fusion Sport is now gone in 2020. MKZ and Continental future is...a mystery. Either they will be phased out, or get revamped under CD6. If they do get revamped for CD6, good news is the Explorer ST alone should help make more aftermarket goodies to pursue and work cross the platform. Explorer and Aviator platform is RWD based, and is drastically different. Below are some pictures. Explorer ST: http://fordauthority.com/wp-content/uploads/2019/06/2020-Ford-Explorer-Engine-Bay.jpg Aviator (Similar to Explorer ST if you remove the "Lincoln trim covers") Aviator GT (Note the Orange Hybrid Power Line)
  3. Zalvern

    Battery Drain?

    Not surprised that the stock battery failed from standard ownership use, but you did well to get almost 3 years out of it. But even to this day, I swear the 2017 MY had faulty ACMs, Audio Control Modules, installed with a hardware issue. However due to it's difficult to trace nature, getting warranty replacement on a later batch can be hard. I chased Ford Oasis updates by getting them applied whenever the dealership could update the ACM, IPM, and Sync 3 modules to see if it's software related, and never did it get fixed (until my MKZ was a total loss) only seemed to slow the symptom effects I'll note below. MKZ has a lot of power hungry systems. But chances are the main culprit is the parasitic power bug the ACM causes overtime. Noted issues were: Irregular door chimes sounds between speakers and Instrument Panel, Sync3 freezes while in operation (requiring a hard reset), or extended screen off delay after vehicle shut down (screen emits a standby black screen showing its being powered). Lastly with a scantool monitoring voltage readings, will it show the vehicle rarely reach 14.0+ volts of charge while fully operating, and be stuck in the 13.X range at best most of the time. My MKZ never could I really despised this battery power issue. I couldn't get Lincoln to replace the module, and only band aid remedy was to get a stronger car battery and occasionally use a smart charger to keep it in top shape.
  4. That's a good change interval range for the Ford 6F transmissions as well, or 1-2 year interval depending on drive style.
  5. Here are some review videos: The 10R80 alone gave the 3.0 Engine far better performance justice. The Hybrid power, is just absolute rich icing on the cake. John Davis: "Our clients aren't so concerned about fuel economy. ...They do like power and performance." Oooh...almost there Mr. Davis! But you gotta give a sedan and/or coupe style vehicle a chance!
  6. The 6R80 is far more durable and programmed better for performance compared to the 6F55 (or 6F50, 6F35). Transverse based transmissions are always built with economical value in mind (lower production costs and fuel economy), over performance. First number informs how many gears present (6 gears in this case), with the F/R indicating wheel drive layout (FWD or RWD based), and last number being the nominal max torque input capacity estimate. The last number is usually multiplied by 10, then presented in Newton meters which can be converted to pound feet of torque. For the 6R80, you take the 80 and multiply by 10 for 800 N-m, which is then about 590 lb ft of torque converted. Know that this is not a rating limit that marks when the transmission would fall apart due to going beyond the limit (many Mustangs go over 590 lb ft of torque yet stay stock on the transmission). It is just a marker for when transmission longevity is definitely expected to decrease faster than in stock form when exposed to over rated heat, rotational energy, and vibrations. If your vehicle becomes able to go beyond the limit, but you don't actually drive it every day demanding such power, it will last just as if it was stock then. Lifespan depends all on the actual usage, maintenance, and demand habits of the driver. In regards to the 6F55, its only rated for about 550 N-m, which is about 405 lb ft of torque. This is why I suspect the 3.0 MKZ and Continental are really strict in unleashing anywhere near the real performance of the 3.0 Engine. From Lincoln's standpoint, the safety net is too small to allow for more performance and aggressive shifts to account for any valid factory warranty claims. Even if you tune them for more power, they're still going to hold back to a degree. These 6F transmissions are performance bottlenecks, as the 3.0 Engine is performance minded while the transmission (and PTU) are economy minded. The same will apply to the 8 speed transmissions found in the Ford Edge ST for example, as I've seen people wishing the 8 speed would replace the 6F55. Do not expect that transmission to be any better because its a 8F35/8F40 transmission and rated even lower than the 6F55. It does the same shift lag behavior, and its not because Ford doesn't know how to tune a transmission properly. It is done on purpose.
  7. Unfortunately it is a normal part of the transmission behavior. All 6F series transmission vehicles will exhibit this at some point. Every vehicle I've driven with 6F35 and 6F55 (what the MKZ has now) is a sloppy mess if not cruising between 2nd and 3rd. Firming it up with engine/transmission motor mounts and a tune by Livernois can help make it somewhat better, by becoming more aggressive. Though strict torque management and safety systems will still hold it back from displaying true power. While this has been a known flaw of behavior, proper fluid changes still should yield a healthy daily driver lifespan. But the 6F family is old, and will never be refined for smooth performance. Therefore I am tired of settling for that transmission design flaw, and so no MKZ or Continental for me until a better one is made.
  8. If Sync 3 ever locks up, the hard reset command is to hold down the audio power button and next track button for about 6 seconds. It should help you get Sync 3 up and running again while driving.
  9. Zalvern

    The End of my 2017 MKZ

    I didn't pay it any mind. I figured it was a typo. All good!
  10. Link: 2020 Lincoln Aviator final specs drop — it makes even more power than before What a surprise, almost 500 HP and 5 more torque than even the GT500 at stock crank ratings. I really hope and look forward to this type of PHEV powertrain making it's way in a non-SUV in the coming year. Be it Mustang, CD6 MKZ, or Continental. Ford and Lincoln could hype up PHEV performance, especially if any remaining sedans or coupes get this touch and perform well.
  11. Zalvern

    Bottom end

    There are two choices: 65mm BBK and 70mm Ford Performance. Either one will bolt on perfectly and match the intake manifold inlet. The manifold is a plastic material, but it will resist heat soak better than aluminium beyond just being cheaper. The larger throttle body compliments an Air intake and Intercooler upgrade in promising unrestricted intake manifold air delivery, and the IAT2 temps drop further over stock when in motion. My MKZ was resisting heat soak when under load much better over stock, whereas in stock form temps would just rise as more was demanded out of it. It's a final touch mod, if you want to optimize a bit more after doing other upgrades. Unfortunately I do not have my FORScan logs reflecting this anymore.
  12. Zalvern

    MKZ or Lincoln 3.0T forums?

    Welcome and I appreciate the little recognition. I had fun taking the "pioneering risks" in pushing the 3.0 a bit further. Some experimental, and learn what helps and what is just a waste. No regrets there. Best modeling partner are the Fusion Sports, but 2019 marks the end of them. The MKZ is a niche vehicle to mod. I wouldn't expect any other forums to go deep into it. I count it lucky we at least got a Livernois tune and bolt on upgrades by darkstar too. Along with the other shared parts. But I'm out of the scene for now. For me to return, the MKZ needs to really evolve now akin to how the the Aviator is. I will still always lurk around and chime in on discussions or direct messages though. Most real performance forums get way too drama ridden and forget to just agree to disagree if opinions/theories clash.
  13. Zalvern

    Last coat new synthetic .

    Ah this sounds like an equivalent of CarPro's Reload. Combined that with Hydro2 Silica gel spray for hydrophobic renewal. Stuck with that product line on my MKZ and enjoyed the results. But I'm always interested in trying a comparison product when it comes to detail cleaning. Of course I'll wait till I have a cherish ride again.
  14. Zalvern

    Devin's 2014 MKZ

    Very nice photogenic shots you got there. I wish you the best of luck in selling, and hopefully the new owner takes care of it just as well. I'm sure you're just raring to go in enjoying a 3.0 Turbo MKZ!
  15. Zalvern

    Livernois Tune Times...

    If you want to max out on bolt ons, have at it. Unlike the Mustang, the MKZ only has a few in comparison to "optimize". I'm not surprised at triumphing over the SRT though. Dodge's NA pushrod engines have fallen behind in technological advancement, most likely in favor of production costs. If I was staying stock and accept the vehicle for what it is, the Dodge vehicles are fine then. But any mods will shine on Ford/Lincoln vehicles and make them grow more powerful in comparison.
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