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| The Evolution kit includes the programmer, dash pod and securing hardware, OBD2 data cable, USB computer cable, Fusion software CD and instructions. This product is CARB and EPA Certified. |
Sharpening the Edge
The Edge Evolution is a multipurpose tuning tool. It's a three level performance tuner (we'll talk more about that in a minute). It has diagnostic capability so you can track down fault codes and correct EFI problems. It monitors, in real time, coolant temp, engine oil temp, trans fluid temp (automatics), cylinder head temp, fuel rail pressure, engine load, rpm, mpg air
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| Step one of the installation is to remove the fuse panel on the side of the dash. Then attach the pod to the dash using the Velcro strips and metal brackets provided. The unit comes in a silver gray, which matches a large number of F-150 interiors, but you can paint it any color with vinyl paint. Feed the cable through the dash, sneaking it between the A-pillar trim and the dash to feed it into the pod. It plugs into the Edge unit and the programmer head then pushes into a rubber gasket that holds it tight in the pod. The data cable plugs into the OBD2 port at the base of the dash on the driver's side. Secure the cable with the provided zip ties to prevent it dropping down and fouling your feet. |
From the mpg standpoint, the most useful gauge features are the instant and average fuel economy readouts. Providing your tire size is accurately dialed into the unit, it delivers exact mpg results. Driving technique is your most valuable and cheapest mpg provider and the Evolution gives you a great tool for refining and checking your skill. In fact, for those "Grasshoppers" finding it hard to master the Zen of the right pedal, you will find those two monitors a worthwhile substitute challenge to hauling butt everywhere you go. Now, take a deep breath and say after me: "Ooommm."
The instant reading allows you to discover what driving techniques cost you the most fuel. For example, accelerating from a dead stop drops instant fuel economy to 1.4 mpg on our 5.4L but a 5 mph roll at
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From the tuning angle, the Evolution offers three levels of performance above stock. First, the unit downloads the original program and then uploads a performance replacement. Level 1 is called the "Transmission Only" setting and it firms up shifts without any changes to power output. It also allows you to add some Custom Programming options.
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| Crankin' on some dyno miles on the Mustang dyno at Paul's High Performance in Jackson, Michigan. Paul Svinicki ran our test truck through it's paces at his superb facility. Paul specializes in modifying Ford products, so mastering our truck was no sweat. |
Level 2 is the Tow Performance Program. The timing curve is altered as well as the fueling maps. The idea is to offer a power boost but one that will allow you to work the truck hard and run on 87 octane fuel while doing it. In addition, the fuel map and transmission shift points and firmness are altered for increased performance. You can incorporate additional changes via the Custom Tuning options
Level 3, is the High Performance Program, which offers more of the same stuff delivered in level 2. It requires 91, or better, octane fuel because the timing curve is much more aggressive. Changes to shift points and pressure are also more aggressive. The fuel delivery map is altered to tweak even a bit more power out of the engine. You can also Custom Tune on top of that.
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| Three stock rear-wheel dyno runs. The bobble at the end of one run is due to overheated catalytic converters. When the PCM senses this it dumps extra fuel to cool them and that kills power. |
The Evolution is a breeze to install... about a half hour, tops, including the initial setting up and your first program. The wire feeds down through the dash and plugs into the OBD2 diagnostic port on the lower dash. And the Evolution sits in a nice dash pod to the driver's left.
As with any computer program, there are always the inevitable manufacturer's software tweaks. Edge makes these free upgrades easy with the Fusion Software that comes with the Evolution. Install this software onto your PC and you can plug your Evolution into it via a special USB cable and install the latest software download from Edge. If you are having a problem, it also allows the techs at Edge diagnose your unit remotely. The only downside is that not all computer platforms are covered. Mac guys, like me, are SOL. Ditto if you are still Win98. Fusion is compatible with Windows XP and up, so most people are covered. No matter what, you can send the unit to Edge for the latest upgrades.
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| Three runs with the Edge Evolution on Level 2 and the truck fitted with a single Dynomax 3-inch exhaust. It's not all about the peak "bragging" numbers. The modified torque line is never less than 30 lbs-ft over stock anywhere on the curve, and sometimes at 40 lbs-ft. At about 4600, when the stock program cut out at it's road speed limit, the stock engine was making about 235 lbs-ft. The Edge/Dynomax-enhanced engine still was making 265 lbs-ft. and revved well into the five-grand area. In those useful 2000-3500 rpm areas, the truck was significantly enhanced. The power curve climbs faster too, offering about 150 hp at 3000 versus 133 hp for stock and peaking an average of 35.4 hp higher. |
Tweaking
If you like tweaking choices, you'll be happy with the 5.4L Evolution. First off, you can set the tire diameter to reflect an exact situation. That was especially important to us because we wanted accurate results. The most accurate method is to measure the circumference of a rear tire at the tire inflation pressure you commonly use To do that, mark the tire and the ground, rolling the truck forward so that the tire rolls exactly one revolution and make another mark on the pavement. The distance between those lines is the tire circumference. Convert the number to millimeters, enter it into the Edge and you have a very precisely calibrated speedo and odo. Not to mention accurate readings for the PCM to calculate shift points and such.
We were excited at being able to change the shift points and firmness. We set firmness to the maximum, which will help the trans last longer and stay cooler. It has a nice "bump" when it shifts but not a harsh slam like a built hi-po trans. In theory lowering the shift points will help fuel economy in town by getting the truck into high gear faster. We're playing with that and will report in a later story.
We have also played with timing settings. Running on Shell 87 octane, we could bump the timing a degree or more in level 2 and that did offer a little extra performance (as noted by the butt dyno only) and mileage. Unfortunately, if we were forced by circumstance to use a "lesser" fuel, we noticed some light pinging. We chose Shell as our test fuel because it's common in our area and is a Top Tier fuel without ethanol. Our dyno, acceleration and MPG numbers were all on 100 percent Shell 87 octane. We have also been testing running in Level 3 but cranking back the timing 2-3 degrees to run 87 octane. Again, we'll report on that in a later story.
Here's a potpourri of Custom Tuning tips. If you want to tune for better acceleration times, extend the WOT (Wide Open Throttle) shift rpm a fair bit, making sure the rev limit is set 400+ rpm higher than the shift points. Otherwise the truck may cut out on the rev limit just as it's trying to upshift. Also, if you set the 3-4 shift too high, the truck will never shift into overdrive at high speed. We found 46-4800 works well. If you will do any dyno work, definitely set the 99 mph speed limit up! You truck will have to go a lot faster on the dyno than it can go on the highway. The WOT fuel setting should be bumped to about 1.5, but no more. Use less if you are at altitude
