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  1. Nice, glad I inspired you. 😉 A sub tied into the rear subwoofer channels definitely adds the missing low end. I think adding a JL Audio FiX 82 or something to deal with the factory low end roll-off would make it perform even better. However, I'm not wanting to add any more money to my system, so I'll just enjoy what I have now.
  2. TomV

    ANC defeat?

    Also, Front Tweeters present is likely non-REVEL.
  3. TomV

    ANC defeat?

    According to what I could find, your car has ANC enabled, but is missing USB support.
  4. I just stumbled across the company that manufactures the speaker grills and badges for Ford/Lincoln. https://www.theoakwoodgroup.com/ Their News section has a couple cool Lincoln articles and videos.
  5. TomV

    2019 2.0 TSB - Block Replacement

    The TSB for the long block replacement includes engine mount nuts and bolts. For your mounts to fail so soon, seems like they didn't torque the mounts properly after reinstall. Seems odd that all 3 would fail too, but at least they plan to fix it for you once parts are available. You'll notice above in the post I'm worried that some of my coolant went somewhere. Since then I purchased a new overflow reservoir cap. A defect cap could let out water vapor, so I'll see how it holds as time goes forward.
  6. TomV

    Door lining separating

    Search eBay for MKZ door panels and you'll see pictures of the structure behind that area. I don't believe the top comes apart easily. I recall parts were ultrasonically welded/riveted together. You might be able to use a contact cement on the underside of the loose material. Find a tuck tool to push it back into place next to the trim. A local upholstery shop might able be able to fix it.
  7. TomV

    ANC defeat?

    When I finally got my JL Audio sub installed, I tied into the factory subwoofer channels and I don't hear anything from the ANC. I guess I got lucky.
  8. Very interesting information! Thanks for sharing! Perhaps the ratio you see is due to atmospheric conditions? Where are you located? Close to sea level or a higher elevation? I'm wondering if another variable is causing the OAR to be a little less than optimal.
  9. The topic of what are the "best" replacement speakers for the factory systems has been asked frequently. Most answers come from someone who has already tried an aftermarket speaker with some success or the person is referred to Crutchfield to find something that simply fits the factory location. The problem we have is that no one knows the driver specifications of the factory OEM speakers, other than they are 4 ohm and the physical dimensions. Well today I happened to find a really cool device to measure loud speakers. Dayton Audio DATS V3 Computer Based Speaker & Audio Component Test System This DATS V3 device could be used to find the actual T/S parameters of our OEM Lincoln drivers. Then we could search for aftermarket drivers with similar specs, but perhaps a higher quality design. Keeping the T/S parameters similar should keep the factory tuning as optimal as possible. So in my opinion, this would be the way to recommend the "best" replacement speakers for our Lincolns.
  10. It's the white piece a couple inches from the 90 deg intake connector in the image above.
  11. This doesn't answer your question, but here are some details I found online about the topic. Octane Adjustment Ratio. For anyone’s reference, now & moving forward. All Ford Ecoboosts use a dynamic multiplier known as Octane Adjust Ratio. This parameter can be monitored with our tuning devices and is helpful in ensuring the fuel in your tank is adequate. It is especially important on an Ecoboost vehicle when peak power is expected (dyno tuning, racing) to make sure the parameter is at the optimal -1.0 value. STRATEGY BACKGROUND This vehicle is equipped with several dynamic load, airflow, and torque targeting and limiting strategies. These strategies allow the vehicle to achieve consistent performance with varying atmospheric conditions and fuel quality. There are no set “boost targets” with these strategies, and as such boost pressure can vary depending on driving conditions. HOW IT ALL WORKS From the factory, Ford typically designs the base calibration to allow use of 87+ octane fuel and recommends using 91+ octane fuel for optimal power. They can do this by means of a dynamic multiplier that allows for adjustment of each of these targeting and limiting strategies which we call the “OAR” (Octane Adjust Ratio). The OAR starts life at a value of 0.0 and is allowed to learn in two directions. When fuel quality and knock sensor feedback are optimal, the OAR will adjust towards -1.0. When these are sub-optimal, the OAR will adjust towards +1.0. I bet you’re wondering why -1.0 is better? Well for one, since this value is a multiplier and not an offset the ECU code can be optimized to use a single table comprised of negative values to handle the spectrum of operating conditions. Take ignition timing corrections for example; with an OAR at -1.0, multiplying against a negative becomes positive which is then added as positive correction to ignition timing. However, when conditions are sub-par a +1.0 OAR will result in negative correction to ignition timing. HOW DOES IT EFFECT POWER? Additionally, the OAR is used in other strategies such as LSPI (Low Speed Preignition), and part-throttle combustion stability. These are functions designed to dynamically limit load production in the event that fuel quality is not optimal. We want the ECU to limit load as it will remove stress and prevent damage automatically. The part-throttle limiter allows for casual driving at moderate loads while maintaining stoichiometric operation. This allows for increases in fuel mileage but at the expense of heat. Heat is generated much more quickly with lower octane fuels and can cause detonation. This is why it is necessary for the OAR to step in and allow for adjustment. In the case of LSPI, the OAR is used to create a blending ratio between three separate load limits to mitigate the possibility of preignition.
  12. I know the PCV valve allows the crank case to vent under "non-boosted" conditions into the intake manifold. What I don't know is how the crank case is vented under "boosted" conditions. It's not through the PCV because the intake would be pressurized under boost. I've read some manufactures use the turbo inlet piping to pull from the crank case when under boost, instead of the PCV. Not sure how Ford vents the crank case under boost or even at all??? Something I did find that would work is the CFM Valve Cover Breather. CFM PERFORMANCE BILLET VALVE COVER BREATHER KIT FOR 2013-2015 FUSION ECOBOOST 2.0 It contains a check valve that lets pressure OUT, but nothing IN. I'm curious if anyone has one of these or knows if Ford manages crank pressure under boost?
  13. In the picture above, the top hose slips onto the factory PCV valve, which has a 90 degree fitting that is non-removable. The end fitting on the lower hose came from the factory tubing that connected to the intake. I'm still trying to determine whether the check valve is too restrictive or not. Now that the weather is getting nicer in Ohio, I should be driving it more and hope to find out how much the can is collecting.
  14. TomV

    Michelin Ice Xi3 update

    Another season done! Thanks to COVID, I didn’t drive much the two winters and really didn’t need these yet.
  15. I ordered a new PCV Baffle Plate for my 2019 2.0T (PN# EJ7E-6A785-BA). This will be used if I remove my catch can. I had to slice the original hose to install the can and they don't sell the hose individually. The hose is plastic PVC to resist boost and oil fumes and shaped to drain back oil. This revision differs from the image above. Notice the small exit vents within the rectangular box! That's the only place crank gases can leave. You would think oil/water vapor would have a difficult time exiting, but my catch can tells a different story. I'm curious if the baffle on my car is the same revision and if Ford may any significate design changes over the years. I'll eventually find out... and post here.