Unfortunately the Carbon Interceptor was too expensive to purchase, too expensive to maintain and had non-standard body panels that made it waay too hard of a pill for most departments to swallow. The reason the Crown Vic and Chargers are as popular of cruisers as they are is because there is a massive market for…

Definitely gold, and while this was intended as a joke, the on board computer system is an absolute life saver when dispatch is too busy for you to call in stuff. It allows you to run plates while you are sitting at a light waiting for it to turn green, you can run Driver Licenses, VIN's on cars with no plates, etc…

I'll take the Crown Vic ones over the Charger ones. We have an older Charger and a newer one and the older one's cup holders are located up by the HVAC/Car Radio stuff but they have these furry "tension" holders in them that DON'T WORK so anything about the size of a regular soft drink is way too loose. The larger…

My only grief with this system (we have it in our Chargers) is that you have to certify that each cone is working correctly and on our Chargers the rear cone is either in behind the rear section of the cage or in another equally awkward and crappy place to get to. Very difficult to see the speed screen while…

Another thing to consider here is controlability. Specifically the fact that landing on the belly of an airplane is a FINAL maneuver, there is no recovery if the landing looks poorly aligned, it's down and done. At least with two down you can "dance" the aircraft until the unsupported wing stalls out and the wing…

You are talking about making the front fascia more closed off, like the Fox/SN95 cars did but a little more so as not to make them bottom feeders? :) If they could find a way to make it aesthetically pleasing then I'd be game, but I don't know how you'd do that with the traditionalish Mustang front end.

While it may not be aesthetically pleasing to some, the design is purely functional. To elaborate, a few key things before I start this tirade: What you need to know is that air moves from high to low pressure.

Well then good news! On the Ford Survey (which, aside from manipulating numbers slightly hasn't been wrong) has stated that the EB4 is supposed to be a $560 option over the base Mustang. I wouldn't be surprised if it was less than $1000 for the EB4 over the V6 because the EB4 was supposed to be the base motor but…

The current V6 will out run a Toybaru on just about any road course in the world. I don't think the current V6 is as "track incapable" as many people think. NOW... having said that, the difference is that the Toybaru is going to be more enjoyable to drive... the V6 Mustang is SOFT all around, ponderous and wallows…

Some people don't want a GT when a Cobra has a name plate they like. Swapping half shafts is a PITA and replacements are either expensive, non-existent, or not any stronger. Even now, I see people who want the Termi 4V 4.6L motor over the 2V in the same New Edge GT's... also plenty of folks who want that abomination…

When it comes down to raw performance potential, I'm not sure a race setup IRS is going to conform any better or worse than a live axle does. If anything a live axle setup is going to have less roll resistance and be a little more compliant over bumps than a race prepped IRS setup. On the street with softly sprung…

Actually........... yes, lots of people complained about the Termi IRS units... mostly these people were drag racers, because Supercharger + V8 = POWER = instant desire to drag race. Lots and lots of 03/04 Termi's with live axles swapped in...

You are looking at the old Cobra IRS imposed upon the new car... the new IRS is NOTHING like that unit. The Cobra IRS was required to fit into the space for the 4 link live axle on the Fox/SN95 cars and came with huge compromises that made it perform like a glorified turd.

There are a lot of FWD cars that use a solid rear axle, but none of them are obviously powered so they aren't "live rear axles". The only live rear axle car being produced right now are all Mustangs. That is if ignore kit cars (Factory 5 Cobra).

I've recorded peak lateral G's in my "Crappy Live Axle" 09 GT of 1.28g on Dunlop Direzza Z1 Sport Star Specs in 245/45/18 mounted on the stock wheels. Lateral G's are not the end all be all of performance measurements for corner carving. Lap times are subjectively better. Stock, I've seen as high as .98g on a stock…

I'm struggling to find more than just the ability to fine tune the car to my driving style (IE Momentum driving vs Point and Shoot) where a live axle pretty much forces you to carry as much speed as you can in a corner (usually a lower target than an IRS car) and get on the gas as soon as possible (point and shoot, by…

That is NOT the IRS unit for the 15+ Mustangs... anyone with the ability to see from their eyes can go back and look at the IRS Mules spotted to see that there is a MASSIVE difference in this IRS unit and the 15+ IRS. This IRS is more like a conventional double wishbone IRS, the 15+ IRS screams multilink,…

On a hypothetical, super-smooth track surface, this may hardly matter. But in the real world, roads and tracks are imperfect, and you could easily be in a corner, hit a bump on the inside wheel, and then the outside wheel hops as well, potentially breaking contact with the tarmac, loosing grip and, as a result speed.

There has not been a single S197 Mustang with a factory equipped IRS unit. Roush has NEVER used an IRS in their S197 based Mustangs. I know of ONE kit for the S197 to convert to an IRS and it's like $8000 and it is not a conventional setup (think original GT40) designed by Klaus Arning.

Simply put, Roush built a…

The 2.0L Ecoboost 4 cylinder motors have peak torque at 3000 RPM, peak HP at 5500 RPM and 90% of the torque available from 1750 RPM all the way up to 4500 RPM. I don't think any V6 is going to have more low end grunt than that, and the HP comes and peaks lower than the V6 (6500 RPM for the 3.7L V6).