atomaro

Tiger Woods backs out of his driveway...smashes into his other car...takes both vehicles to the body shop. He doesn't want his insurance to go up or fears he may be dropped. He swings a cash deal with the local body shop. Carfax is none the wiser. Carfax fails. Best way is to ask the seller to take the car to tour mechanic and have them put the vehicle on the lift and give it the once over.

I have an 05 V6 AWD. I have done nothing more than pull the drain and replace. Doing so gets about 3.5 to 4 quarts out. I drain it usually once a year. When I drain the fluid it is relatively clean...no signs of abuse or particles. Adding the 3.5 to 4 quarts of Mercon or Mercon V once a year is a drop in the bucket...especially if you do the service yourself. I have over 90,000 miles on it with no issues. Drain and fill is common practice. Changing the fuel filter is not a simple task. The clamps on them require special tools to change and are somewhat delicate.

I can't believe all the hate for Shelby. Come on now. SVT and Ford call you and say we want to put your name on the Mustang again. WTF is he supposed to say?

chicken farmer. get it right. or was it chicken choker????

Depends on how you would react and racing a GT500 at the stop light...and then through the twistys. After getting beaten at both attempts, each person would have to answer to their own inner child. Lets now pose the same question...just 2 steps earlier. Can you justify the cost of the 5.0 GT when the base model V6 makes about 100hp less. It too will have the suspension fun parts.

To be fair, those are Evan Smith's numbers. He is one hell of a drag racer. IIRC that is the record for a bone stock Cobra. Again, Evan Smith has the fastest stock GT500 times as well.

Owned by double post

It should outrun everything on that list. The 390hp for the cobra isn't the true number....and C&D obviously couldn't put the power to the pavement. But I think the GT will be a stronger runner in the 1/4 mile. SRA requires much less finesse than the IRS, plus chassis and suspension upgrades should compensate for the instant torque of the blower.

Yep. I was referring to engines that you came in production vehicles, not crate engines or one offs from boss330racing. I should have clarified more.

At least with modern engines and plug design, you change them at 75000+ miles, not every 15000 or 20000.

When Barry Sanders comes out of retirement.

OOOOOOOOOOOOOOOOO. My jets are not a sad sack.....well, maybe that fairy of an offensive coordinator is....but certainly not my defense. They play hard and hit harder. Thats why they rested the offense....they didn't want to risk losing the golden boys.The kept pretty boy Peyton out of harms way.

I guess I am probably a little too critical. On flat terrain the escape does OK...I mean heck, its only got a 3 liter. My complaints are driving through the Appalachians with my wife, kid, and loaded with luggage and trying to stay slightly above the speed limts. I would be happier with 30 more hp @ 3000rpms. Our 05 struggles until it hits 4000 or 4500 rpms.

The only mods worth installing in a vintage ride are the Terminator, Lightning, and GT500/GT powerplants. Lets face it...they needs boost. SBC rules the world because, as you guys already said, they are cheap. Hot Rod magazine is a collection of "custom" rods who all share the 350/Turbo 350 combo. To me, its boring, stale, and just following the pack. For most people, its not cost effective to do a mod swap. They really do not offer any advantage over the Windsor, FE, or 385 series engines from Ford. The biggest advantage I see is being original. With that being said, I have seen lots of cool rides with MOD swaps...Lightning powered Crown Vics, Terminated T-Bird Turbo Coupes, GT500 powered Mercury Comets, etc. And props to Koenigsegg for using MOD motors in some of the baddest cars on erath.

Subaru has made a career of selling underpowered cars, and those who have driven them in elevation can say that having to deal with 1 or 2 downshifts and 4000+rpms is a PITA and not comfortable. Our 05 Escape is not to much better than the Subaru's I mentioned. I'm not sure how much better the 240hp version would do. The first downshift really is worthless. I don't know at what rpm the increased power becomes noticeable. Its a fine balancing act between fuel economy, smoothness, power, and component longevity. Of course this can be covered by multiple engine offerings. I am not convinced that relying on a transmission is the best approach. In my experience transmission failures occur before engine failure. With millions of additional shifts, thats a lot of additional wear and tear. To the OP. I think the EB 4 would end the small 6.

Current: 1999 F-150 5.4. 138,000-----running (COP's only) 1967 Mustang 289 - 117,000-----pulled and stored (low oil pressure-bearing noise started) 390 with about 3200miles 2005 Escape 3.0 91,000-----running (1 COP) Past: 1988 F-150 302 154,000----sold (cylinder heads, CAT...both under warranty, exhaust manifold) 1994 Escort 165,000----sold (coil pack, TPS) Family: 1967 Mustang 390 125000----running (modified) 1994 F-150 302 150000----running (exhaust manifold) 2005 F-150 5.4 63,000----running (nada)

3500rpm was obviously a deadspot for the F-150. Too high an rpm for a kick down and at the bottom of the powerband. Had the F series slowed to 3300rpm, the downshift probably would have happened. I agree with others, I do not want to have to ride at 4000rpms pulling hauling or towing anything. Excess fuel consumption, worsens ride quality, and unneeded stress on the engine. Valvetrain components on the Hemi are not its strong point. If the Ram was superior, they would be #1...not #3

I believe I have seen 4.6 motors grow to 321 cubic inches

Don't confuse the peak values. The 5.4 is a strong engine. Torque is most important at lower rpms. Do some searching to see what torque the 5.4 has available at 1500, 2000, and 2500 rpm. Thats where you need it the most. Marketing people love to play the numbers game. A broad flat torque curve is most desirable in a tuck engine.

All the Super Snake needed was Evan Smith behind the wheel.

I think even the same Continentals come standard on the AWD Escape are available on the Explorer and Expedition.

Maybe for some New Years Resolutions we can finally stop mentioning P71 all the time. Its time to move on. I have seen magazine journalists report close to 23mpg on the highway...hardly abysmal.

Typical GM. Shove biggest engine possible in the truck, the heck with the rest of the truck.

The 406. Ford's forgotten big block. Acceleration testing with a fifth wheel...ruh.

The tires on my Mustang are Dunlop GT Qualifiers with absolutely 0 dry rot. The only time they see daylight is when I take the cover off the car. I bought them in 1992.