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fallout new vegas book guideInverse Torx socket set The entire swap took me about a week of REAL work. A little over 2 weeks all together since I ran into trouble with the wiring harness and I was missing parts. Plan to be without the car for at least a week.If, however, you swap wiring harnesses with a 2005 and 2006 car, connector C110 needs to be spliced in from the original harness. If you are not capable of soldering wires, purchase the wiring harness from a car that was manufactured the same year as yours. I am not sure if 2007 parts are interchangeable. To be safe, if you own a 2007 car, purchase all of your parts from another 2007 car. Remove the perforated foam to the left of the brake pedal. Twist bottom sensor clockwise to disconnect. Twist top sensor counter-clockwise to disconnect. Remove plastic cover on pin. Remove pin. Remove 6 15mm bolts using a deep well socket and an extension. Remove the trim black plastic trim around the base of the shifter. Open the center console. Remove all of your materials from within the console and in the cup holders. Remove two screws at the rear of the console. Remove the black cup holder assembly from the console. Pull off (pull straight back) the plastic dash trim to the left and right of the stereo. Remove two 10mm bolts from the bottom of the inside of the console. Place chocks behind the rear wheels. Lifting the front: You may choose to use either the K member or the pinch welds (cut-outs behind the front tires underneath the rocker panels) for your jacking point(s). Stop pumping when the car is high enough to fit jack stands under. Place the jack stands on a solid part of the K member on each side of the car. Lower the car onto the jack stands very slowly and carefully. Make sure someone is watching the underside of the car to make sure everything sits correctly.http://020tzs.com/baige/images/userfiles/cadillac-eldorado-repair-manual.xml
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Lifting the rear: You may choose to use either the flat part underneath the differential (although it is not reccommended in the service manual) or the pinch welds (cut outs in front of the rear tires underneath the rocker panels) for your jacking point(s). Lift in the same fashion that you lifted the front. Stop lifting when the axle is high enough to place jack stands under. Place a jack stand on each side of the differential under the axle tubes. Note: I did not lift the car all the way up the first time around because I wanted to be safe. Depending on your exhaust setup, the removal process will vary. Note: The driveshaft flanges fit on the pinion flanges very tightly, and a pry bar will be needed to lift a driveshaft flange off of a pinion flange (It was either a nail claw or a cat's paw that worked for me). Remove the center bolt with a 13mm socket. Remove the outer side bolt on the metal bracket with a 10mm wrench. Push upwards on a gear tooth with either a long screwdriver or a pry bar until a nut is easily accessible. Repeat until 4 nuts are removed. Note: Fluid will probably be pouring from the cooler lines, so place a pan underneath the cooler lines to collect it. Undo the hose clamps on the transmission cooler lines to the rubber hoses from the transmission cooler. Remove anything else holding the transmission cooler lines in place and yank the lines out of the rubber hoses (this will take a lot of force). Note: You have no use for these lines anymore, and nothing will be replacing them. Disconnect the large rectangular sensor on the side of the transmission (transmission range sensor). Disconnect the three square sensors along the top of the transmission (turbine shaft speed, output shaft speed, intermediate shaft speed), you will need to push down on the top of them and pull (I used a screwdriver to push down on the top of the clips). Pry the two or three metal harness retainers off the metal nipples on the transmission.https://ashcroftcreative.com/images/cadillac-escalade-esv-manual.xml On the last sensor, in front of the transmission range sensor, there is a bolt going through from the top; remove this with a 10mm wrench. Once again, pry the second shifter cable off of the ball joint. Remove the side-top retaining bolts from the bellhousing with a 14mm socket or wrench. Jack the rear of the transmission back up so that it is level. Remove the side retaining bolts from the bellhousing with a 14mm socket or wrench while someone is holding the rear of the transmission to stabilize it. Pull the transmission back away from the engine and begin to lower it (make sure at least one person is stabilizing the transmission on the jack the entire time). Once everything was unplugged, I pulled the wiring harness out through the back of the engine down by where the transmission used to be. Note: There are many plastic pieces holding the harness in, if you break them it's no big deal. Note: There is one 14mm bolt holding the wiring harness to the back of the engine block at the top. Stick a screwdriver through one of the holes on the flex plate that is over the hole where the starter motor goes. Hold the screwdriver there and use it to stop the flex plate from rotating as you remove the bolts. Remove one bolt at a time and clean it with brake cleaner, then cover the threads in red loc tite and put it back into the flywheel. Once all bolts are back into the flywheel, tighten them in a criss cross pattern but not up to full torque. Once all bolts are tightened, torque them in a criss cross pattern to 70 lb-ft. Insert the end of the tool into the center of the flywheel (the pilot bearing). Note: Before the next step, clean the pressure plate friction area with brake cleaner. Place the pressure plate over the clutch and push it onto the flywheel's alignment pins. Attatch the straight end to the connector on the bottom of the clutch pedal in the engine bay. Note: My hydraulic hose came with a connector already on it, and so did the transmission.https://congviendisan.vn/vi/4-digit-debug-card-manual Remove the fill plug (upper bolt). Pump 2.8 quarts of automatic transmission fluid into the transmission. Support the rear of the transmission with wood or a jack. Tighten the bellhousing retaining bolts. Remove one bolt at a time, clean it, and put anti-seize on it, then tighten it back up. Connect the hydraulic line. Cut off the plastic end on the brake fluid reservoir and connect the tube from the top of the clutch pedal in the engine bay. You will find a metal ring on the tube, slide this up to secure the tube on the brake fluid reservoir. Sit in the car and slowly push the clutch pedal down and up, take 5-15 seconds per stroke (up or down), and do about 100 or so up and down strokes. Note: This is a relatively easy way to bleed the line. Note: You should start feeling pressure after a few strokes. The top and side nuts on the starter motor need to be removed in order to put the wiring on the new starter motor. Put the wiring on the new starter motor and tighten the nuts. Note: If you feel like it, you can coat the crossmember bolts with blue loctite, but it is not necessary. Align the crossmember and tighten the middle bolt to the transmission. Grease the shift linkage a little bit. With the emergency brake on, align the driveshaft with the rear flange on the differential and tighten the bolts to 76 ft-lb in a similar fashion that you took them off with. Align the exhaust with the header bolts and crossmember hangers. Tighten the two header nuts on both catalytic converters to 33 lb-ft. Make an appointment with a Ford dealership to get your manual PCM flashed to work with your keys (yes, I said KEYS, you need both of them). When you get to the dealer, flash your current PCM back to stock with a tuner. Hand the service person your new PCM along with your keys. When you get your car back, drive home nicely. When you get home, check the strategy code of the PCM and notify the person who created your tune. Have them send you a new MANUAL tune for the PCM.http://coastalcanineresort.com/images/brother-mfc-685cw-manual.pdf Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.The fifth generation began with the 2005 model year, and received a facelift for the 2010 model year. Originally designed by Sid Ramnarace through late 2001 and finalized in mid-2002, the fifth-generation Mustang's design was previewed by two pre production concept cars that debuted at the 2003 North American International Auto Show.In spite of this, Ford has drawn heavy criticism from the automotive journalism community for the decision to equip the 5th generation Mustang with the live axle system.The only difference between the V6 Standard and V6 Deluxe trim levels was that the V6 Standard featured sixteen-inch black steel wheels with plastic wheel covers, versus the sixteen-inch alloy wheels on the V6 Deluxe. However, sixteen-inch alloy wheels could still be optioned on the V6 Standard, as could most other available options on the V6 Deluxe. The V6 Standard was discontinued after the 2006 model year, once again leaving the V6 Deluxe as the base Mustang trim level.The ambient interior lighting package consisted of the installation of electroluminescence that gave the driver the ability to choose various color combinations for the instrument cluster, sound system and climate control displays, as well as light emitting from the top of the front footwells and from beneath the rear seats.Among the items were a billet grille, scoops, a spoiler and blackout trim treatments.The differential uses the 31-spline axles and the 8.8 in (224 mm) ring gear. The standard final drive ratio of 2005 and 2006 Mustang GTs with a manual transmission was 3.55:1. Since the 2007 model year, a 3.31:1 ratio final drive was standard with the 3.55:1 gearing available as a factory installed option. Automatic transmission-equipped models of all years come with 3.31:1 ratio.The GT-H was available only in Hertz's corporate colors: black exterior and twin gold racing stripes.https://yuseigachi.nl/wp-content/plugins/formcraft/file-upload/server/content/files/1628c6885b9e83---car-owner-manuals-free.pdfThe 2007 GT Appearance Package adds a hood scoop, exhaust tips, and engine cover.Black GTCS side stripes which faded into a side scoop. The front fascia was replaced with the one used in the 2011 Boss 302 with working lower fascia fog lights. The rear diffuser was taken from the Shelby GT 500 while the rear deck lid featured black vinyl and a wing spoiler. Wheels were argent spoke 19 inch with a GT logo stamped towards the outer rim on each wheel. The interior's bright dash was replaced with black carbon fiber treatment, while carbon fiber door inserts and seat leather patterns were added. The front Grill was brushed aluminum billet with a V6 style pony emblem on the driver's side. (for 2012, it was changed to black billet). Rear axle gear selections were 3.31, 3.55, or 3.73.It is reminiscent of the Dark Highland Green GT-390 fastback Mustang driven by Steve McQueen in the 1968 film Bullitt. Available in Dark Highland Green or Black exterior paint without spoiler and GT fender emblems; the faux gas cap on the deck lid is replaced by a unique Bullitt version. The Mustang GT's standard fog light-equipped grille is replaced with a specially designed pony-less style grille highlighted by an aluminium accent. Dark Argent Gray 18-inch cast-aluminum euro-flange wheels are used with matching brake calipers and larger, 3.5 inch exhaust tips replace the Mustang GT's standard 3 inch tips. Although side (quarter) window louvers (as shown in picture) are not standard, they are added by owners because they are similar to those on the 1968 Mustang fastback.Premium grade, 91-octane or better gasoline is recommended, although an adaptive spark ignition system allows the engine to accept regular grade gasoline. Total output is the same with either fuel, but the engine delivers a flatter torque curve when using premium. The Tremec TR-3650 5-speed manual transmission from the Mustang GT is used, but the Bullitt featured a heavier duty rear axle (also used in GT500KR) with 3.AYTEKINPOLATEL.COM/image/files/8363-aprilaire-manual.pdf73:1 ratio, versus the Mustang GT's 3.31:1 or optional 3:55:1 ratios.This model has the same engine and functional equipment as a basic GT. The 2009 45th Anniversary edition is badged with a Mustang Colt emblem, with the 45th Anniversary logo.Named for Lee Iacocca who helped develop and introduce the Mustang. Despite its aftermarket build status, it carries factory engine and warranties. Iacocca was given car 1 of the 45.The GT500 shared basic design characteristics with that of the Mustang V6 and GT. It retained the same basic live axle rear suspension setup of the Mustang V6 and GT, with some minor durability enhancements such as thicker sheet metal supports and extra welds, as well as redesigned strut towers to accommodate a wider engine.Production for '08 was limited to 1011 units (including prototypes), with another 712 KR models built for '09. The KR featured new components and performance enhancements over the standard GT500. The KR's engine was tuned to produce 540 hp (547 PS; 403 kW) at 6250 rpm and 510 lb?ft (691 N?m) of torque at 4500 rpm, gains of 40 hp (30 kW) and 30 lb?ft (41 N?m) of torque, respectively over the GT500's. The rear axle has a 3.73:1 ratio. To improve handling and help offset the car's front-heavy weight distribution, the GT500KR featured a Ford Racing strut tower brace and uniquely tuned struts, shocks, and springs.Fog lights on V6 models (a part of a revised Pony Package first introduced for 2006) are now mounted in the lower fascia below the grille.The new design moved away from the linear nature of the previous models. Ford SYNC became available as a factory installed option on all trim levels of the Mustang except the base model.Newly standard on the base Mustang were 17-inch painted aluminum wheels while 18-inch wheels continue to be optional (except for V8 models, where 18-inch wheels were mounted by default).https://www.icodar.com/wp-content/plugins/formcraft/file-upload/server/content/files/1628c688c9038c---Car-owners-manual-mitsubishi.pdfCobra Jet Mustangs were sold only to professional drag racers and came without a VIN, making it impossible to register them as a road car.In late 2010 design work (by Robert Gelardi) was frozen, with prototypes being first spotted in May 2011. On November 2, 2011, Ford unveiled the 2013 model year Mustang. The 2013 model year Mustang exterior was updated with a new front fascia featuring a larger grille, standard HiD headlamps and two LED accent strips adjacent to the headlamp lens. The trunk lid included a black panel that united the left and right tail lamp clusters. Several new wheel designs were offered. Selections in this information display included G-force, acceleration times, air-fuel ratio, cylinder head temperature, and oil temperature. All models equipped with the 6-speed automatic transmission included a SelectShift feature, which provided drivers the ability to choose and hold a gear and to shift manually.The Mustang GT's revised V8 produced 315 bhp (235 kW) at 6000 rpm and 325 lb?ft (441 N?m) of torque at 4250 rpm. The 5-speed manual and automatic transmissions offered with the updated V8 continued unchanged from before. AdvanceTrac was also standard in the Mustang GT though a special Sport Mode setting was added for spirited driving.The 2011 Mustang GT marked this engine's first use in any production Ford.Racing style tubular headers replaced the standard cast iron headers. Coolant and oil flow patterns were optimized for proper flow when under high lateral forces, such as those experienced when on a road course track.Convertible versions of the Mustang GT in particular received a front strut tower brace, stiffened crossmembers, and other enhancements resulting in a 12 increase in structural rigidity compared to 2010 Mustang GT convertibles. All 2011 Mustang GT's with 19 inch wheels ( Brembo brake equipped, California special, etc.) also received the strut tower brace and stiffened cross members.http://pmdrecycling.com/wp-content/plugins/formcraft/file-upload/server/content/files/1628c68a0d15dc---Car-owners-manual-downloads.pdfThe design was inspired by international products in categories such as jewelry, couture clothing, and architecture. The vehicle included rose-gold chrome accents throughout the exterior and interior; satin-black body; quilted suede seats with leather-wrapped interior upholstery. Modifications were also made to the engine, undercarriage, drivetrain, and sound system.The GT models include LED fog lights mounted in the grille and functional heat extractors on the sides of the hood. The engine gained 8 horsepower (6 kW) for a total of 420.The car is white with red and blue accents and features USAF markings and logos, wide body modifications, a handcrafted and painted belly pan by Creations n' Chrome that emulated the appearance of an F-16 Thunderbird, front and rear wide body elements by TS Designs, custom 22-inch wheels by Forgiato, a modified navigation screen, instrument cluster, rear seat delete, Recaro seats with embroidered Thunderbirds elements, unique sill plates and puddle lamps, a Ford Racing supercharger, suspension handling pack and Brembo brakes.The engine produces 380 lb?ft (515 N?m) of torque, about 10 lb?ft (14 N?m) of torque less at peak when compared to the standard GT, and comes with a six-speed MT-82 manual transmission. A 3.73 rear axle uses carbon fiber plates in its limited slip differential or an optional Torsen differential.The discs are removable and include a spacer plate sized to match aftermarket exhaust dump valves.The body is lowered 11 mm (0.4 in) up front and just 1 mm (0.0 in) in the rear to give it a more raked stance designed to recall the original. The shocks are adjustable at the shock tower by using a flat head screwdriver. The standard Mustang traction and stability control programs have been altered with a new intermediate sport mode designed to allow for more flexibility on the track.The 19-inch black-alloy racing wheels are 9-inches wide up front and 9.5-inches out back and come with Pirelli P-Zero tires.AYNADAKIKEMALIZM.COM/resimler/files/83620a-manual.pdfAdditions include Recaro sport seats, a Torsen limited-slip rear differential (both optional on the standard Boss 302), revised suspension tuning with unique spring and damper rates, and a larger rear stabilizer. The Laguna Seca model loses its rear seats, which are replaced by a cross-car X-brace to increase structural rigidity approximately 10. It rides on 19X9-inch front and 19X10 inch rear light-weight alloy wheels with R-compound ultra high-performance tires. Ford Racing front brake ducts help cool the brakes. For 2013, color choices include both School Bus Yellow and Black, both with reflective matte silver stripes. A more aggressive front splitter and a larger rear spoiler increase downforce for high speed track use.Many of the basic design characteristics of the new GT500 are shared with that of the Mustang and Mustang GT. The GT500 gains the same exterior and interior updates as the 2010 Mustang and Mustang GT. The front fascia is new with larger upper and lower grilles, a unique hood, large fog lights mounted in the lower front fascia (similar to the previous GT500), Shelby's signature cobra badges on the grille, front fenders, and trunk lid medallion (with Shelby lettering over the medallion), 19-inch wheels (18-inch on the convertible model), and a Gurney Flap rear spoiler. The Tremec TR-6060 6-speed manual transmission returns for the 2010 GT500 but has been enhanced with larger clutch discs (250 mm (9.8 in) versus the 215 mm (8.5 in) discs used previously) and other measures to increase performance and noise, vibration, and harshness (NVH) control. Additionally, the fifth and sixth gear ratios of the transmission have been changed from 0.80 to 0.74 and 0.63 to 0.50 respectively, contributing to an improvement in fuel efficiency that the 2010 GT500 enjoys over its predecessor. Complementing the transmission's gear ratio changes is a new, more aggressive 3.55:1 ratio rear axle which replaces the 3.31:1 axle used previously. Various aerodynamic upgrades, such as the design of the front fascia and the aforementioned Gurney Flap spoiler, contribute to increased downward force and a reduced coefficient of drag. Suspension enhancements found in the GT500KR are used in the 2010 GT500 to improve handling and, specifically, provide better roll control.Arguably the most important of the GT500's upgrades is a new aluminum engine block for the car's supercharged 5.4 L DOHC V8, replacing the cast-iron block used previously. The coating allows for the replacement of traditional cast-iron cylinder liners and marks Ford's first use of this process. Between this and the use of lighter-weight aluminum for the engine block, the new block is 102 lb (46 kg) lighter than the previous cast-iron version, contributing to a reduction in the overall weight of the GT500 compared to the 2010 model. Thanks to the new liner coating, which has friction-reducing characteristics, and a revised exhaust, horsepower production from the 5.4 L V8 has increased slightly for a total of 550 bhp (410 kW) at 6200 rpm.Performance changes include twin fuel pumps (a Mustang GT's single supply pump, twice over), larger fuel injectors, a grippier and larger-diameter clutch, a larger fan, a three-row intercooler (the previous car used a double-row unit), a beefed-up Tremec 6060 six-speed with an internal oil pump, and a single-piece carbon-fiber driveshaft. Ford says the changes have resulted in a 14-percent reduction in drag and a 66-percent increase in front-end downforce. Also new for 2013 is a larger front anti-roll bar and retuned springs. An rpm-adjustable electronic launch-control function is standard, as is four-mode electronic stability control.In addition to the performance package, a track package for road racing can be ordered bringing a transmission cooler, a nose-mounted differential cooler for the Torsen limited-slip unit, and an air-to-oil engine-oil cooler.Motorbooks International. p. 371. ISBN 9780760315972. Retrieved June 23, 2014. Motorbooks International. p. 375. ISBN 9780760315972. Retrieved June 23, 2014. Retrieved January 4, 2011. Retrieved January 4, 2011. Retrieved January 20, 2012. Ford Motor Company. Archived from the original on November 17, 2006. CS1 maint: archived copy as title ( link ) Retrieved July 1, 2018. Retrieved June 23, 2014. Retrieved June 23, 2014. CS1 maint: archived copy as title ( link ) Archived from the original on November 23, 2010. Retrieved December 9, 2010. Archived from the original on December 22, 2010. Retrieved December 30, 2010. Retrieved August 1, 2011. March 6, 2010. Archived from the original on March 9, 2011. Retrieved July 24, 2011. Retrieved January 4, 2011. Retrieved June 6, 2015. January 3, 2008. Archived from the original (PDF) on May 25, 2011. Retrieved August 11, 2011. January 5, 2009. Archived from the original (PDF) on February 6, 2009. Retrieved August 11, 2011. By using this site, you agree to the Terms of Use and Privacy Policy. Rare Metals What You Missed Did You Hear. Where else could a musclecar's sales rise as its powertrain and chassis were emasculated (mid-1970s). And in what other land could a manufacturer lie about a car's engine size in bright chrome numerals for 14 years and even fudge power output a couple times along the way without sales tanking. Editor's Note: To mark the arrival of the redesigned 2015 Ford Mustang, we're bringing back this comprehensive 2005 Ford Mustang review, with driving impressions on the V-6 model and, of course, a 2005 Mustang GT V-8 track test. Head here to go straight to the 2005 Mustang GT track test. Nevertheless, two-and-a-half decades, two Corvettes, and five presidents later, Ford has finally done the honorable thing and foaled a brand-new pony. It showed it off, talked about it, and at long last tossed us the keys for a chaperoned drive across Michigan to Gingerman Raceway. But mere subjective impressions gleaned on a carefully orchestrated launch seemed like a bun without the beef, so we managed to lasso a stray 'Stang and hook it to our gear for an exclusive first test. See all 11 photos Is this Mustang worthy of the loyalty the brand has always enjoyed. All the panel gaps, surface alignment, and detailing on these salable early production cars look Japan tight and orderly. Interior craftsmanship is similarly first-rate, with real aluminum on the steering wheel and dash (on cars with the optional appearance package) and a chic, woven headliner. A higher beltline and narrower windows conspire with a proper bucket seat and heel-'n'-toe pedals to make the new Mustang cockpit feel sportier, though the car stands an inch taller and the seat is a half-inch higher off the ground. Shorter folks may find themselves banging their funny bone into the console lid while shifting the short stick, which was moved aft this year. Everyone will notice the dead pedal is tipped forward at an awkward angle that doesn't match that of the accelerator. The rear seat accommodates sub-six-footers reasonably well, but they'll have to hold their own lattes-- Ford neglected to mold a pair of cupholders into the back of the center console. See all 11 photos After just a few Michigan potholes, one wonders if Ford's modest structural improvement figures are overly conservative. The body feels snare-drum tight, attenuating impacts instantly. The extra rigidity coupled with the revised suspension allowed Ford to tighten up the shock valving and roll control without ruining the ride, which is slightly busy but never uncomfortably harsh. Bend the GT into a set of esses and two more contrasts between new and old come into focus: The seats actually restrain the occupants so the steering wheel rim and grab handles don't have to, and the steering responds way more quickly. The ratio is actually a fraction slower (15.7:1 versus 15.0:1), but there's so much less slop just off center that it feels more precise and nimble. And the steering feel is free of the increasingly unwelcome electronic tailoring of the ratio or effort.Dump the clutch at half-throttle, and the Mustang GT paints two beautiful, unbroken black stripes--even with the traction control on. The system can tell drag racing from snow slippage and stands aside to prevent the indignation of an electronically aborted stoplight stampede. This year the system is also tuned to permit a bit of wheelspin-induced oversteer when driving aggressively on dry pavement. You'll want to switch the traction control off to wring the most out of this chassis on a closed track, but when switched on for responsible public-road driving, the extra latitude the system affords is welcome. See all 11 photos At the racetrack, the Mustang truly showed us what it's made of--and that is to say, slightly lesser stuff than similarly priced sporty cars like the Nissan 350Z and Mazda RX-8. Oh, the lusty V-8 pulls stronger out of every corner, but the car carries more weight over its (all-season) front tires, so it pushes more than those cars and seems less eager to rotate without brutish steering and throttle inputs. And while MacPherson struts can be made to work magic on a Bavarian budget, this humble horse falls short of world-class chassis poise in bumpy turns, where the front end chatters a bit and the heavy hardware out back can be felt moving around more than one would like. The GT's larger four-wheel-disc brakes boast 18-percent-more swept area and feel terrific on the road, but two hard laps at the track caused them to fade disconcertingly. All that said, the new car felt quicker and easier to pilot smoothly around the track than its glue-factory-bound predecessor, and most of these issues fade in importance once you drive off the track. A Less Hurtful Hertz by Frank Markus More than two-thirds of Mustang buyers will pass on the macadam-melting GT. Happily, the new rental-grade 'Stang is much less of a penalty box. Its SOHC 4.0-liter V-6 is borrowed from the Explorer and tuned with a new intake and camshaft to make 202 horsepower and 235 pound-feet. That's only nine more horses and 10-pound-feet-more torque than its pushrod 3.8-liter forebear produced, but the 90 percent of base-car buyers opting for the five-speed automatic transmission will sense a much quicker acceleration. Relative to the old four-speed, the overall gearing is 36 percent shorter in first and around 50 percent shorter in the next three gears, so there's a lot more torque multiplication on hand at every speed in every gear. (The same is true of GT automatics.) No 2004 V-6 Mustang was available for direct comparison, but our sense is that the team managed to preserve much of the old 90-degree 3.8-liter engine's coarseness and thrash. Probably, it's a big improvement, but no blindfolded passenger will ever mistake this for a Japanese six--unless perhaps the car is traversing a concrete freeway at 70 mph and tire noise is drowning out the engine. Saddle sores are something to watch out for after 100 miles in the base seat (a similar stint in the GT provoked no such grumblings). Relative to the GT, the V-6 rolls more, understeers more, and is resistant to steering with the throttle. But the best thing is that the base car is in no way visually emasculated. You can't order the GT's grille-mounted foglights or 17-inch wheels, but the 16s fill the wheelwells nicely, and a rear spoiler is optional, as are all the GT's interior dress-up bits. '60s style '60s rear axle by Frank MarkusThe last largely new car introduced in this country with a live rear axle was the 1993 Camaro. Has Ford taken this retro thing too far. Forget all that guff about drag-racing customers demanding a live axle, this setup's a cost-cutter.