It is in the manual here. With every oil change. So every 10k miles or 1 year, whichever comes first.   

Been reported in the truck forum that the APIM has been found with broken solder joints. Before spending the bucks, joints. Could pop open the module and look for cracks in the traces or cold solder jounts.

More likely that they needed 5 wire connector and had a 6 pin already spec'ed for a different application (money savings.l, less inventory. ) Back of my ACU has a plug where the rear camera plugs into. Only needs two wires but has pins for 10.  

Wow 2/32 -3/32 isn't much. This is my first AWD car.   Drove 100 miles today, no issues no messages drove great.   I'm not seeing in the owners manual where it says how many miles between tire rotations.   When I bought the tires they recommended about 6000 miles. I'm way past that and should've been watching it.    This means my front tires are worn as they do most of the stopping.   When I get them rotated this would put the new tire up front.   So I think I'm ok with a tire rotation. Fingers crossed.   Thanks.      

I mean, this post is way old and the OP has moved to a way better platform to modify

I also got this recall for my 2018 Edge with 3.5L V6.   The car just passed emissions test fine, I have no lights or issues and am reluctant to take it in.  

GENERAL SERVICE BULLETIN Various Vehicles - Engine Failure Analysis 22-7078 23 May 2022     This bulletin supersedes 20-7062.   Summary This article supersedes GSB 20-7062 to update the vehicle model years affected.   This bulletin is a guide to engine failure analysis and preventing repeat engine failure.   Service Information   Determining Root Cause Understanding normal engine wear vs. actual engine damage can increase the accuracy of determining the root cause. If the true root cause of the engine failure is not identified with visual confirmation, an over repair or incomplete repair leading to repeat engine failure may result. Root cause determination and the extent of engine damage is necessary during engine assessment. Inspection areas include:     Engine Analysis   Metal in the Oil Pan, Filter and/or Screens – Acceptable Conditions Some metal in the oil pan and filter is expected and considered normal (Figures 1-2).   Figure 1     Figure 2     Some metal shavings in the oil filter are not a concern (Figure 3).   Figure 3     Small specs of metal in the filter media is normal (Figure 4).   Figure 4   Assembly paint is not a concern. Do not confuse with bearing material.   Metal in the Oil Pan, Filter and/or Screens – Unacceptable Conditions Large chunks of metal in the pan and/or filter merit further root cause investigation (Figures 5-6).   Figure 5     Figure 6     Excessive amounts of metal in the oil filter and/or screens require further root cause investigation (Figures 7-8).   Figure 7     Figure 8     Camshaft Bore, Journal and Lobe Inspection   Cam Bore – Normal Wear: Polishing, discoloration, slight porosity or minor scoring (Figures 9-10).   Figure 9     Figure 10     Cam Bore – Damage: Material loss, deep scoring and severe porosity (Figures 11-12).   Figure 11     Figure 12     Camshaft Journals and Lobes - Normal Wear: Polishing, discoloration, minor uniform scoring felt with a fingernail (Figures 13-15).   Figure 13     Figure 14     Figure 15     Camshaft Journals and Lobes – Damage: Material loss/transfer, deep scoring or bluing of the metal are all signs of damage (Figures 16-18).   Figure 16     Figure 17     Figure 18     Crankshaft and Bearing Inspection   Bearings – Normal Wear: Polishing, discoloration, light scoring, light contact with red coating (Figures 19-22).   Figure 19     Figure 20     Figure 21     Figure 22   NOTE: Bearings are designed to manage some debris; therefore, some light scoring found on the bearing surface is not necessarily an indication of engine failure or root cause determination.   Bearings – Damage: Metal transfer, erosion, material loss, coolant contamination, deep scoring, cracking, spun bearing (Figures 23-27).   Figure 23     Figure 24     Figure 25     Figure 26     Figure 27     Crankshaft – Normal Wear: Discoloration, polishing, light scratches (Figures 28-29).   Figure 28     Figure 29     Crankshaft – Damage: Material loss, deep scoring, material transfer (Figures 30-32).   Figure 30     Figure 31     Figure 32     Head and Block Surface Inspection   Head and Block Surface – Normal Wear: Porosity outside sealing surfaces, gasket surface discoloration, light scratches (Figures 33-34).   Figure 33     Figure 34     Head and Block Surface – Damage: Porosity on sealing surfaces, deep gouges, material transfer, warpage (Figures 35-37).   Figure 35     Figure 36     Figure 37     Cylinder Wall and Piston Skirt Inspection   Cylinder Wall – Normal Wear: Slight polishing and/or discoloration, vertical streaking, slight scoring, cross hatch present, light staining (Figures 38-40).   Figure 38     Figure 39     Figure 40     Cylinder Wall – Damage: Deep gouging, impact marks, loss of crosshatch, cracks (Figures 41-43).   Figure 41     Figure 42     Figure 43     Piston Skirt – Normal Wear: Light wear of the coating (Figures 44-45).   Figure 44     Figure 45     Piston Skirt – Damage: Deep scoring, severe coating wear (Figure 46-47).   Figure 46     Figure 47   Preventing Repeat Engine Failures Identifying certain failure modes such as detonation, running lean, oil consumption and/or hydro-locking will help determine if further inspection of components is required to prevent repeat failures.   Piston and Cylinder Wall Damage   Root Cause: Lean conditions or modifications (Figures 48-49)   Figure 48     Figure 49   Effect: High cylinder pressure or spark knock Damage: Piston and cylinder wall Spark plug damage (porcelain fracture or melted electrode) is an indication of excess detonation (Figure 50)   Figure 50     Heat generated from friction can cause cylinder walls to crack. (upper ring land damage) (Figure 51)   Figure 51     Excess detonation causes excess cylinder pressure spikes leading to piston ring land fractures (second ring land is damaged). (Figure 52)   Figure 52     Cylinder Wall Damage (Figure 53)   Figure 53   Root Cause: Fuel/air mixture concerns Effect: Catalyst damage Damage: Cylinder wall Check for catalyst debris by shaking out the converter onto a clean surface (Figure 54)   Figure 54     Catalyst material can collect on the sides of the piston damaging cylinder wall surfaces (Figure 55)   Figure 55     Valve Damage (Figures 56-57)   Figure 56     Figure 57     Root Cause: Lean condition Effect: Excessive combustion chamber temperatures Damage: Valve and valve seat (Figure 58)   Figure 58     If cylinder leakage is present past the valves: Excessive lean conditions can cause valves to overheat and soften. Over time, the valve can stretch and deform against the seat causing the valve to “tulip” creating leakage and a misfire. Comparing total valve height of the suspect valve to a known good valve can help identify issues. A height difference in the suspect valve is an indication of valve tuliping. Valve tuliping is the effect, not the root cause of the concern.   Foreign Object Debris (Figure 59)   Figure 59     Root Cause: Combustion chamber damage Effect: Debris transfer Damage: Repeat engine failure (Figure 60)   Figure 60   Bearing Damage (Figure 61)   Figure 61   Root Cause: PCV system concerns Effect: Oil consumption Damage: Bearing damage Figure 62   NOTE: Remanufactured Modular 2V V8 and V10 engines do not come with a PCV valve installed. If there appears to be a valve/tube in place on a new Remanufactured 2V V8 or V10 engine, replace it.   Bent Connecting Rod (Figure 63)   Figure 63   Root Cause: Hydrolocking from liquid ingestion Effect: Hydrolocking Damage: Connecting rod (Figures 64-65)   Figures 64     Figure 65     © 2022 Ford Motor Company All rights reserved. NOTE: This information is not intended to replace or supersede any warranty, parts and service policy, workshop manual (WSM) procedures or technical training or wiring diagram information.

And we used to use whale oil. If you have to use 50 weight or even 20w50 oil in a modern engine not on the surface of the sun (or the Middle East) it probably shouldn't be run. Can't be too stuck in the past.   When Ford back specced 5w20 to many cars that used 5w30, I started using it. I didn't have excessive consumption at 300,000 miles, it didn't leak, it didn't do anything it wasn't supposed to. I did go back to 5w30 because it was easier to find and I got such inconsistent fuel mileage due to no set driving pattern I couldn't say if it helped that or not. It was never noisy, never sounded like a sewing machine, no rattle at cold start, no puff of smoke after sitting.   I would dig into the excessive consumption, probably on the right path with the PCV.

TECHNICAL SERVICE BULLETIN Misfire With DTCs P0301, P0302, P0303, And/Or P0304 Stored In The PCM 24-2384 20 November 2024     Model: Ford 2023-2025 Escape Engine: 1.5L EcoBoost Engine: 2.0L EcoBoost 2025 Explorer Engine: 2.3L EcoBoost 2024 Mustang Engine: 2.3L EcoBoost Lincoln 2023-2025 Corsair Engine: 2.0L EcoBoost 2024-2025 Nautilus Engine: 2.0L EcoBoost Engine: 2.0L EcoBoost Hybrid   Markets: North American markets only   Issue: Some 2023-2025 Escape/Corsair vehicles equipped with a 1.5L or 2.0L EcoBoost engine, 2024 Mustang vehicles equipped with a 2.3L EcoBoost engine, 2024-2025 Nautilus, and 2025 Explorer vehicles equipped with a 2.3L EcoBoost engine may exhibit an engine misfire condition with DTCs P0301, P0302, P0303 and/or P0304 set in the PCM. To correct this condition, follow the Service Procedure to diagnose the vehicle.   Action: Follow the Service Procedure to correct the condition on vehicles that meet all of the following criteria:     Warranty Status: Information Only. Repair/Claim Coding Causal Part: IN Condition Code: -1   Service Procedure NOTE: This article is for information only. Determine the causal part number and use available labor times in the SLTS Manual or claim M-time in accordance with the Warranty and Policy Manual. Causal part number IN in this article refers to the information only status and is not able to be claimed. 1. Remove and inspect the condition of all spark plugs. Refer to the WSM, Section 303-07. Are any spark plugs damaged? (1). Yes - proceed to Step 2. (2). No - this article does not apply, replacement of the spark plugs is not necessary, proceed with normal diagnostics found in the WSM. 2. Inspect the 12v battery positive and negative terminals for a loose condition, refer to WSM, Section 414-01 and repair as necessary. 3. Inspect all PCM ground circuitry for loose connections and/or high resistance and repair as necessary. 4. Use a borescope to inspect the condition of the affected pistons and cylinder walls. Refer to Figures 1-3 for examples of normal cylinder wall wear and Figures 4-5 for examples of damaged cylinder walls. Additional examples of engine wear can be found in the Engine Failure Analysis GSB > Cylinder Wall and Piston Skirt Inspection. Do the pistons and/or cylinder walls appear to be damaged?     Figure 1 - Showing normal cylinder wall wear     Figure 2 - Showing normal cylinder wall wear     Figure 3 - Showing normal cylinder wall wear     Figure 4 - Showing a damaged cylinder wall     Figure 5 - Showing a damaged cylinder wall (1). Yes - remove the cylinder head to perform a more detailed inspection of the suspect damage. Refer to the Engine Failure Analysis GSB > Cylinder Wall and Piston Skirt Inspection and repair as necessary. For cylinder head removal, refer to the WSM, Section 303-01. (2). No - perform a compression test and cylinder leakage test following WSM, Section 303-00 and repair as necessary. 5. Replace all damaged spark plugs. Do not discard the damaged spark plugs so Ford can retrieve them following the warranty parts return process. 6. Submit a GCR and include photos of damaged components, images from the borescope analysis and anything else of interest that was found during the repair. These images will help improve engine quality for future model vehicles.   © 2024 Ford Motor Company All rights reserved. NOTE: The information in Technical Service Bulletins is intended for use by trained, professional technicians with the knowledge, tools, and equipment to do the job properly and safely. It informs these technicians of conditions that may occur on some vehicles, or provides information that could assist in proper vehicle service. The procedures should not be performed by "do-it-yourselfers". Do not assume that a condition described affects your car or truck. Contact a Ford or Lincoln dealership to determine whether the Bulletin applies to your vehicle. Warranty Policy and Extended Service Plan documentation determine Warranty and/or Extended Service Plan coverage unless stated otherwise in the TSB article. The information in this Technical Service Bulletin (TSB) was current at the time of printing. Ford Motor Company reserves the right to supersede this information with updates. The most recent information is available through Ford Motor Company's on-line technical resources.   TSB 24-2384 - Misfire With DTCs P0301, P0302, P0303, And Or P0304 Stored In The PCM.pdf

Hi,   I have a 2015 Ford edge 2.7 awd. I'm checking to see what other performance modifications I can buy.  I have the following items.   jlt catch can intercooler livernois chip addco rear sway bars hr springs rear motor mount strut tower brace   Thanks, Bryan