brucelinc

Like any other engine, turbo engines deliver best fuel economy with lighter throttle input and max power is achieved with heavy throttle. I sort of look at turbo engines like having 2 engines in one. Let's say you have a 3.0 liter V6 engine. Drive it reasonably, staying out of the boost and it delivers top fuel economy like a 3.0 V6 should. Drive it harder and it delivers power like a much larger engine...... but also uses more fuel like a much larger engine.

Yep, they are always turning but not always applying boost to the engine. If you accelerate gently or even what most would call normally, they are not pressurizing the combustion chamber and adding boost. In some engine applications, the boost comes on more readily than others. I installed boost gauges in my turbo vehicles. On my 3.5 ecoboost MKS, it took fairly quick acceleration before boost was required. On my 3.0 Continental, I get boost with less throttle input than I did with the MKS. Of course, either one would generate boost at heavy throttle applications.

As a fellow Minnesotan, I applaud your decision to give the Ranger to your Grandson and keep it going. I also have a 2001 supercab 4X4 that I still use for hauling fill dirt, lumber or anything else I need to haul. It is also the vehicle of choice when the snow drifts are too high for our AWD passenger cars. I test drove a new Ranger awhile back and, frankly, I couldn't see that it fulfilled my needs any better than my old one.

Finally an answer to the Pontiac Aztec!

I have sync 3 on two vehicles and it is flawless on both. The older one, my 2017 Lincoln, updated itself over WiFi. The one on my Mustang must have already had the latest update.....or it also updated itself without me realizing it. The speed, the voice recognition and the user friendliness has been first rate for me.

If entry level means less expensive, is a turbo V6 less expensive to produce and offer than a naturally aspirated V8?

Yeah, I have 285 street tires and I can avoid wheel spin off the line but it also breaks loose at around 4000....which comes up quickly. I also get massive wheelspin on the 1-2 shift.

As much as I love the torquey nature of the twin turbo V6s, I am now smitten with the high revving Coyote. Personally, I think the high torque low revving turbo engines are great in heavy vehicles like trucks and utility vehicles but something about the Mustang calls for screaming RPM. Since the Mustang is somewhat traction limited, I have no use for more low end torque. Also, with the 10 speed, it is very easy to get into the meat of the power band very quickly and stay there if so inclined.

How are you measuring that amount of power with just those mods? I have spoken with about every Coyote tuner in the country and all of them tell me that there is not a lot of room for tuning growth with the current Coyote on 93 octane fuel. They do like octane so E85 with appropriate adjustments is good for a nice power bump. Headers are also a popular upgrade. The big power comes from a blower or turbos, though. Like Sevensecondsuv, when I think of an entry level performance Mustang, it is like the old Mustang LX.....basically a stripped model with the top engine....the Coyote. Some people have bought the current GT with just the 300A or 301A package and no other options so they can have the lightest weight and lowest price.

I haven't seen any tuner improve the quarter mile times very much with just a 93 octane tune on the 18+ models. Throttle response and daily driver "feel" is improved, though. I have Livernois' flex fuel tune in the car now but I am running 93 since winter blend E85 is no good here in Minnesota. Shifting is much snappier in normal drive....not harsh at all but firmer than stock. Low end power seems stronger, too, although it may just be that the throttle mapping is more aggressive....opening the throttle more with with a light touch on the accelerator. As usual with Livernois, idle quality and normal drivability is excellent with no negatives.

What the hell were they thinking with that C-pillar mess?

Rperez, it doesn't sound like you have any experience with the twin turbo V6s. Off the line punch is superior to naturally aspirated engines of much larger displacement.

When I was a kid watching "Cannon" on TV, I always thought that one day I would have a silver Mark IV like he drove. Actually, I prefer the Mark III due to higher performance so I would take one of those, instead.

There are several companies who provide tuning for 2018-2019 Mustang GTs. I typically think of Livernois for ecoboost tuning and not so much for naturally aspirated Ford products. However, since I have been a customer of theirs for so long with my other vehicles, I think I will try them for my GT. I do like the idea of flex fuel tuning and I like their tuning device which I already have. Since the 2018+ Coyotes are pretty well tuned from the factory, it really takes E85 (or some bolt-on mods) to wake them up.

YT90SC, that is good info. I have never had a mil issue. However, I would think the majority of people with tuned vehicles would simply use their device to see what the code was before going to their dealer. It makes sense not to erase it if a dealer visit is necessary. In any case, I was speaking returning to stock prior to PCM updates or programming various features that rely on the pcm.....not diagnosis of a mil.

I don't have statistics on what the majority of people think. Tuners like Livernois ALWAYS tell customers to return to stock for dealer visits for the reason that I shared. The Senior Master Ford Technician at my dealership specifically told me to return my tuned cars to stock if they need to reflash the PCM. He knows my car is tuned. In fact, he does the supercharger installs on Mustangs as well as the Ford performance tunes so I have developed a relationship with him. Not all same model year vehicles have the same strategy code. In fact, after I had some reprogramming done on my Continental, the code did change. Here are just 3 codes applicable to my year and make. There are actually more than that. This info came from Livernois who gets their info from Ford. These are the 3 possible strategy codes I can find for Bruce's car. The one in yellow was the original factory cal which is what we have loaded on his tuner already before it shipped. FSJJ4BZ JR3A-14C204-VG FSJJ5NB JR3A-14C204-VH FSJJ5BT JR3A-14C204-VJ By the way, my code is now FSJJ5BF.....still different than those above. Livernois built me a new tune for the new code.

The reason for returning to stock for a dealer visit is not to hide anything. The reason is that if the dealer reflashes the PCM resulting in a strategy code change, it can cause issues. Tunes are created to the car's specific strategy code. For tuning a turbo, Livernois is a good option. Dan Millen is among the best in the business, IMHO.

I drove one last week. I haven't driven any of its competitors so the only thing I can compare it to is my 2001 Ranger. It is an upgrade over the old Ranger for sure in terms of tech and safety. It is also much quieter. I found the ride quality to be pretty bad, though. It has more load and towing capabilty than the old ones but it felt very stiff and bouncy to me compared to my old one. The biggest disappointment to me was a lack of automatic function of the 4 wheel drive system. It is the same part time system as my old Ranger. I expected an automatic mode to be available. I wouldn't use the Ranger as a daily driver so the ride quality wouldn't bother me much. However, overall, it wasn't quite the upgrade over the old ones that I expected.

I don't really know but I would not accept any difference at all.....other than the possible minuscule difference between two tires of the same brand, size and mileage.

In the Mustang 6g forum, someone posted a 13.97 @ 98.3 timeslip. That was the best of several runs. He is in Phoenix where the Density Altitude was 1400 feet when he ran. That seems pretty typical. The EB is torquey engine that doesn't really like high rpm. The 10 speed doesn't help it nearly as much as it does the high winding 5.0. Camaros do not benefit nearly as much from the 10 speed, either, for the same reason.

As others have said, there is typically a sticker indicating that it was the subject of quality checks.....at least there used to be. When I received the MKS that I ordered several years ago, it had about 60 miles on it and the sticker. It turned out to be the best car I ever owned. As for detailing prior to delivery, some dealer personnel are better than others. I have bought enough cars at my dealership that the sales manager now tells me that he is having his "best people do it because you are such a fussy son of a gun." ?

You didn't have to give it much gas to break the frozen brakes free. That wouldn't hurt the transmission. What ever happened was not something YOU did. I would try it again when you get home. Hopefully, you can drive it and warm it up. Check the fluid level or have a shop check it for you using the appropriate procedure.

I would love to see it and please don't make it taller than the current Continental and PLEASE NEVER use the Zephyr name again.

PTU will smell like propane when it is failing. Fluid should be 75W140 synthetic gear oil. RDU is 80W90.

Lincoln defibrillator?