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If you attached the welder ground very close to the section you are welding, I can't imagine a significant current induction into the frame or surrounding conductors, that would bother any of the systems.

Versus speculation on whether it makes any difference, has anyone actually looked at ignition timing PID's for the 2.5L for 87 and 91 (or 93) octane to see if it responds differently? And/or done any MPG comparisons of 87/91? Or, if there's are PIDs for it, calculated HP or torque for 87/91...

And what are the sources of your "facts"?

I do like the vari-colored background when it went toes up....by design, I'm sure. :wink:

Waiting for the Karen's to scold you on waiting until the MM said 8% and 11,500 miles to do the service. You probably ruined your engine, you know... :wink:

The only criteria--that I am aware of-- for leaving the power point(s) alive after shutoff is the SOC of the 12v battery. My driving habits typically keep the 12v battery in good nick, regarding starting and dome lights.

Not inconsistent. From the factory the dash 12v power point turned off with my truck most of the time. As I charge a BT headset from that power point, I opened the under-hood fuse box and inserted a short wire jumper so it is always powered (through its fuse). And, BTW, I've never had a...

I reduced the tire pressure all the way round to 31 to 32 PSI--no need, IMO, to have everything inflated to accommodate max cargo. Noticeably reduced road shock.

Agree. Edited.

[Edit: thought I had read a while back in the service manual that the HV battery directly powered the 400W inverter. Re-read the manual. My mistake, Ford did it the inefficient way, presumably so the inverter was interchangeable with the EB version] Yep, doing a 230vdc -> 12vdc -> 120Vac...

So, I noticed a week ago during a recent cold snap (25F) that the outside temp reading was oddly spot on. I have been monitoring it since, where the ambient was 54, then 63 and yesterday 74, and again spot on. Go figure...no over-air updates, or any other attributable reasons why it is...

Yeah, our stripper '02 Ranger with 240k mi and crank windows had a fraction of the creaks, buzzes and rattles of this Mav. Someone on the dev team needs fresh hearing aid batteries.

dash rattles

See previous discussion on this. As with virtually ALL modern engines, it uses a trochoid pump. It pumps the same volume per rotation for any commercially available viscosity lubricant. I assure you, it is never running "dry". If anything, there is a slightly thicker residual film left on parts...

Yes, there are other threads which discuss symptoms as you describe

Yep, better to send it to Ford and have them send it into their yawning chasm of complaint ether. :wink:

Agree. Mechanically the eCVT is more similar to a manual transmission than a traditional automatic, CVT, dual clutch, etc., as it deletes any friction-based components (clutches, bands...) or a torque converter that causes deterioration of fluid by sheer. IMO, changing fluid maybe every 60k...

All fun and games until the 8-speed explodes... :wink:

IMO, One of the errors when using pump volume in MPG measurements, is that no two pumps will have the same cutoff trigger; people don't insert the nozzle to the same depth, the pump volume rate impacts the cuttoff, pump handle mechanism tolerances, etc. Apparently, and from experience, the...

For best longevity, a flooded (or AGM for that matter) batteries ideally are often NOT kept at 100% SOC in vehicle applications, as the charge, discharge and ambient temp swings are much larger and extreme on the high ambient temp side. The Mav battery management software likely takes all that...