30 OTT 6

It looks to me like a panhard bar and mount is shown in the third photo. It's similar to the Dodge coil setup.

Ford switched from cast iron cylinder liners to plasma transferred wire arc thermal spraying for model year 2018 Coyote blocks. The spray bores are thinner so they decreased the bore on the aluminum blocks to compensate. Someone probably saw the bore reduction on the block specs or drawings and thought they were decreasing the engine displacement on the Coyote.

I thought keeping the bore spacing the same was a cost cutting move... to reuse the tooling.

Article claims the new Mustang GT500 curb weight will be 4,225 lbs! Holy cow, that's ridiculous!

The CAMMER Focus probably had more to do with FRPP crate engine sales than V8 Focus sales.

Ford probably commissioned that Foxbody swap car for this year's SEMA show. If it is there, it will be a sign that the 7.3L will get aftermarket support.

No doubt bonuses were paid out to several MBAs for meeting product launch targets. Good job!

A relative of mine experienced that transaxle in a Freestar. She now drives a RAV4.

Allan Mullaly was CEO during development and launch of GEN3 Focus.

I'm sure a pulley will get it over the hump.

The last digit could be a 9!

The Mustang needs a diet, not a bigger engine. https://www.roadandtrack.com/new-cars/car-technology/a26306469/ford-super-duty-73-v8-engine-details-specs/ It's clear from the R&T article that the 7.3L is designed as a gas alternative to a diesel motor.

This explains FoMoCo's sudden re-embrace of RWD platforms. An electric motor - transaxle setup wouldn't package very well in FWD vehicle.

Drink'n that sweet, sweet cool-aid.

Right. They'll change the bore or stroke of the block and then GM Marketing will claim an "all new" Chevy V8.

I think the notched bumper ends on the GM trucks is a simple idea that does the trick.

It seems to be a problem with the 8 speed units (8L45) that Chevy started using in the Colorado/Canyon in the 2017 model year.

I'm currently in research mode for an upcoming pickup purchase. I haven't test driven anything yet. On the surface, I like the Colorado. I can get it in the configuration I'm looking for (4x2, crewcab, 6' box) and I like the looks, inside and out. However, there are quite a few quality issues with it. The major issue is with the transmission. There are a lot of stories on line about transmission shudders at highway speeds and a lot of return visits to fix the problem. GMs first solution is a transmission flush but it starting to look like the issue is the torque converter. Its funny that the transmission is the GM version of the unit designed in conjunction with Ford. I can't get the Ranger the way I want it so I'm not even going to look at it. I can't get the long box with the crewcab and in Canada they only come with the 4x4 drivetrain. So if I don't go with the Colorado I'll be going with another F-150.

I'm currently looking at pickup trucks. The mid-size trucks have almost the same capabilities as my '97 F-150, so I've been looking at them. Unfortunately, the lack of a long box with the crew cab has knocked the Ranger out of the picture right off the bat. Also, in Canada, you can only get a Ranger with a 4x4 drivetrain, which I don't want or need.

I seem to recall that the tech they were working on involved using gasoline in the direct injection system and ethanol in the port injection system (or the other way around). So it wasn't just dual injection... it was dual fuel system. This was right around the time rumour and speculation were swirling about some Coyote engine. I think the dual fuel engine was "Bobcat" (It was).

All that marketing money FoMoCo pumped into NASCAR engine R/D is finally paying off.

The optional OHV 7.3L should be a cheaper engine for FoMoCO to build than the standard 6.2L. Are they going to give a discount for optioning the 7.3L? Doubt it!

The FR9 block is a good looking lump of iron!

It's a smart strategy to void warranties and associated costs.

A "big surprise" would be an announcement for battery technology that will provide the power density and fast charging to match the standard set by chemical (gas, diesel, etc.) powered vehicles.