Wednesday, December 5, 2012
Getting the Most From iPhone and Ford Sync
Thursday, July 12, 2012
Ford Focus ST 2013 New
Perhaps the new benchmark in performance compacts.
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By. BY MICHAEL AUSTIN, June 2012
Friday, March 2, 2012
2012 Ford Escape Hybrid
Thursday, March 1, 2012
2012 Ford Taurus Review
Wednesday, February 29, 2012
2012 Ford Edge Review
Saturday, February 4, 2012
2013 Ford Fusion
Sunday, February 14, 2010
Ford Edge and Edge Sport 2011 - Auto Shows
When it was introduced for the 2007 model year, the Edge was like a contemporary Mariah Carey—great to look at, but struggling with a weight problem and the resultant effects on performance. At the Chicago auto show, Ford shows off a freshening that enhances the Edge’s appearance, overhauls the interior, and, although not directly addressing the issue of mass, will increase performance. Like most mid-cycle refreshes, the Edge’s 2011 update starts with a nose job. Every panel up front is new: hood, fenders, grille, and fascia. The result is a sultrier shape than the blocky original Edge—the headlights are narrower, the three-bar grille dips deeper into the fascia, and the overall look is softened and rounded—but still clearly descendant from it. Around back, the hatch is new, with taillights that ditch the trendy clear lenses of the original model for more timeless red ones.
Functional Changes
Underneath that new hood, the Edge will have a selection of two new engines and one updated unit. The new base engine will be a 2.0-liter turbocharged, direct-injected EcoBoost four-cylinder. Power figures have not been released yet, but figure on about 230 hp and 240 lb-ft of torque. Mid-level SEL models will get the 3.5-liter V-6 from the previous Edge, but updated with variable timing on both intake and exhaust camshafts, with output increasing 20 hp and 3 lb-ft, to 285 and 253, respectively.
Top-of-the-line Sport models, in addition to unique black grille slats, smoked head- and taillights, and black-trimmed, 22-inch wheels; get Ford’s 3.7-liter V-6, which delivers a relatively modest bump in hp—to 305—over the 3.5, but a torque gain of 27 lb-ft, for a total of 280. All three engines will be paired with six-speed automatics, with the Sport featuring standard paddle shifters that are unavailable with the other engines.
It’s What’s Inside That Counts
The Edge’s new interior is perhaps even more attractive than the sheetmetal. A sleek new center stack steals the show, housing Ford’s new MyFord and MyFord Touch vehicle-interface systems. These two are the next evolution of Ford’s Sync. MyFord will be standard on all 2011 Edges, but MyFord Touch costs extra. Both are vehicle-management systems using a small LCD screen in the gauge cluster—the fancier MyFord Touch gets two, one on either side of the speedometer—and a larger LCD screen in the center stack.
The small screens in the IP are controlled by five-way switches (up, down, left, and right arrows plus a center “select” button) on the steering-wheel spokes, while the center is operated via touch. The left IP screen is the only one MyFord buyers get, and it displays vehicle information such as stability-control settings, a tachometer, or trip-computer information. The screen to the right of the speedometer—again, only available with MyFord Touch—is reserved for audio, phone, navigation, and climate-control info. The center screen handles the same information as the right smaller screen, with the added benefit of being accessible to the front passenger.
Call it the Kitchen Sync
All of MyFord and MyFord Touch’s functionality builds on top of the next-generation Sync features, which include easier interaction through what Ford calls “direct speech” commands. No longer does a person dial a phone number by saying “phone” then waiting for Sync to respond before saying “call Jane.” Now, the command is simply “call Jane,” and Sync makes the call. Or, if you want to find a sporting event, you can simply say “tune to Baltimore Ravens game” rather than flipping through channels looking for the game, and Sync will find it. For a full rundown of all the details, read our coverage of the two systems from the Consumer Electronics Show.
Additionally, below the MyFord interface are capacitive-touch controls for audio and climate, and those opting for the upgraded Sony stereo are treated to a Sony-designed audio interface. Though the system does look cool, we see frustrations growing from audio controls that will not react to thickly gloved fingers.
A vehicle with features like MyFord Touch can’t get by without a healthy dose of technology elsewhere. To that end, the Edge also will receive a bunch of optional high-tech gear including keyless entry and ignition, blind-spot monitors, adaptive cruise control, and rain-sensing windshield wipers. The 2011 Edge will go on sale later in 2010. Pricing should remain close to today’s levels, with a base SE beginning around $28,000 and Sport models starting near $35,000.
(BY JARED GALL, PHOTOGRAPHY BY LEVI HILLGER AND THE MANUFACTURER)
Monday, January 25, 2010
Ford Edge Sport 2011 - Spied
The big reveal of the refreshed 2011 Ford Edge will take place in about two weeks at the 2010 Chicago auto show, but why wait—these spy snaps give us a pretty clear idea of what form it will take. Not only that, but this prototype also previews the Sport trim, which should continue to be the sharpest-looking Edge in the drawer. As with its twin, the Lincoln MKX, the angular Edge undergoes a dramatic mid-cycle revamp for 2011, starting with fresh front-end styling that actually has some radius edges. Indeed, shades of the Toyota Venza and the Honda Accord Crosstour—both prime competitors—can be seen in the Edge’s visage, with a vast majority of its frontal area devoted to the T-shaped arrangement of the headlamps and thick three-bar grille. It does not appear, however, that the new fascia will be affixed to new front fenders (the MKX, by comparison, is all-new from the A-pillars forward), but certainty on that point is complicated by this prototype’s black-and-white “cheese-puff” camouflage.
Other aesthetic changes for the standard Edge are expected to be minimal, although this Sport prototype wears flashier rocker panels and a diffuser-look rear bumper as conspicuous conceits to its Sport designation. And speaking of conspicuous, the 22-inch wheels seen here are kinda, sorta bitchin’, especially for a stock-out-of-the-box Ford family car. Rounding out the appearance changes are the new taillamps, which will feature LED elements.
Count On a Vastly Improved Interior
What we can’t see here is the new tech-laden cabin, although Ford itself released images of the interior a few weeks ago when it announced an innovative new connectivity suite called MyFord and MyFord Touch. (The systems include things such as in-car WiFi, improved Sync voice control, apps, and iTunes audio tagging; it all sounds pretty cool.) As such, we already know that the interior of the 2011 Edge will feature upgraded materials and capacitive touch controls in place of some conventional buttons and switches.
While the Edge and Edge Sport currently share one engine—a 265-hp, 3.5-liter V-6—the 2011 Edge could follow the MKX in offering FoMoCo’s 305-hp, 3.7-liter V-6, possibly as an upgrade exclusive to the Sport model. Of course, switching the entire lineup to the 3.7-liter mill is entirely possible, too. However the V-6 situation pans out, it’s relatively certain that the Edge will eventually be available with an EcoBoost turbocharged engine. It’s more likely to be the highly anticipated new 2.0-liter turbo four-cylinder rather than something burlier like the 355-hp, twin-turbo V-6 seen in the Taurus SHO and Flex EcoBoost. Ford has said that the 2.0-liter will be good for at least 230 hp.
Look for the 2011 Ford Edge to appear in showrooms late this summer. Of course, if you’re willing to brave some brutal cold and head to the 2010 Chicago auto show next month, you can see it long before then. Even better: Stay warm and point your browser right back here in just a couple of weeks to read full product information and see our photos from the show floor.
(BY STEVE SILER, PHOTOGRAPHY BY BRIAN WILLIAMS FOR BRENDA PRIDDY & CO. AND THE MANUFACTURER)
Friday, January 1, 2010
Ford Mustang GT 2011 - Auto Shows
Few automobiles have had the sort of longstanding street cred given to Ford’s Mustang GT. But the deference it has enjoyed for much of its four-plus decades has been called into question recently now that recently introduced muscle-machines from Chevy and Dodge have come along with larger, high-tech V-8s. With its comparatively small 4.6-liter V-8 under the hood, the Mustang has had a lot to overcome. Alas, with its lighter weight and charming handling characteristics, the GT still won our most recent Mustang GT/Camaro SS/Challenger R/Tcomparo, and by a fairly comfortable margin. Well, come fall of 2010, the Mustang GT stands to put even more distance between it and its rivals with a thoroughly modern mill of its own, the new 5.0-liter “Coyote” V-8.
Fenders Say “5.0” and Mean It
Developed by a relatively small team of engineers working on a shoestring budget, the new 5.0 V-8 is nonetheless quite an achievement. Codenamed “Coyote” during development (Ford says its official name is “5.0-liter Ti-VCT DOHC V-8 Engine.” We prefer Coyote), the new, all-aluminum DOHC engine features four-valves per cylinder and displaces a full 5.0 liters. Contrast that with the old 4.9-liter “Five-Point-Oh” motor that Vanilla Ice crooned about forever ago. Compared with that engine, the new 5.0 is nearly twice as powerful, producing 412 hp at 7000 rpm (compared with 215 for the old 4.9) and 390 lb-ft of torque at 4250 rpm (versus the 4.9’s 285) on premium gas, with 300 lb-ft of that torque available at just 2000 rpm. Regular unleaded is acceptable to use, but expect the power ceiling to drop by 10 ponies and 13 lb-ft should you choose the cheap stuff. As for that power peak at 6500 rpm, well, that’s near the veritable rev stratosphere on Planet Muscle Car.
Incidentally, the Coyote shares pretty much nothing with the outgoing 4.6-liter V-8 currently providing 315 hp and 325 lb-ft of torque to the 2010 Mustang GT. Only the bore centers are the same; nothing from the 4.6-liter will even fit on the new engine. Bore increases from 90mm to 92.2mm, while stroke increases to 92.7mm. The compression ratio rises to 11.0:1. Cylinder heads are now more compact for better intake manifold flow. The intake manifold is now partially exposed and dressed to impress during that all-important driveway hood pop, thanks to a halo-style engine cover that covers only the wiring and fuel rails. Slick.
Some of the newfound potency (and speed of development) comes about by following some of the same channels that the base Mustang’s gutsy new 3.7-liter V-6 employed on its successful quest to achieve 305 hp. Most significant among them is the fitment of Ti-VCT (Twin Independent Variable Camshaft Timing), which Ford says will be on 80 percent of its products by 2012. It allows for extremely precise overlap of the time that both intake and exhaust valves are open, optimizing efficiency during both high- and low-load operation. As with the V-6, the cooling system has also been reworked both for efficiency and effectiveness. Also important is that the engine was designed for the (possible) future implementation of direct injection and/or turbocharging.
Minor Fuel-Economy Improvement
Curb weight is likely to remain close to that of the current GT, since the weight of the engine only increases by about 10–15 pounds, according to Ford. The GT was already the fuel-economy champ in its class, but fitted with the six-speed automatic it will gain two mpg on the highway to 25, while the 17 mpg figure in the city remains the same as the 2010 model. With the newly fitted MT82 six-speed manual replacing the five-speed from 2010 (that’s right, six forward gears, like the rest of the performance-car universe!), fuel economy remains flat at 16 and 24, which is still an achievement considering the massive power boost.
As for that way more important performance figure—acceleration—Ford has declined to give us a figure. But we’re betting on a 0-to-60-mph number in the 4.6-to-4.8-second range and a quarter-mile run of under 13 seconds, based on that fact that we’ve consistently been able to hustle the Chevrolet Camaro SS to 60 in 4.9 seconds and through the quarter at 13 flat with all of its extra bulk.
The Rest Gets Better Too
According to Ford, the entire chassis has been retuned—again, following a rather thorough retuning for 2010—including a new electric power-steering system, new anti-roll bars, new wheels and tires, upgraded stock brakes, and a new optional Brembo brake package that brings four-pot calipers and 14-inch rotors.
The 2011 GT also gets a few new convenience items, including a message center in the instrument cluster, convex outer sections in the exterior mirrors, a programmable vehicle key, illuminated visors with storage, and a universal garage-door opener. Convertible models benefit from additional stiffening, too.
Styling of the 2011 Mustang, which goes on sale this spring, hasn’t changed a lot from 2010, although there is a new grille and the car does see a three-percent improvement in aerodynamics thanks to new rear tire spats and better sealing around the radiator and decklid. There are also three new colors for 2011: Yellow Blaze Tri-Coat, Race Red, and Ingot Silver. Clearly, then, the most important exterior changes are those huge, gleaming “5.0” fender badges, and everything that they signify.
(BY STEVE SILER)
Monday, December 28, 2009
2010 Ford Fusion Sport AWD - Short Take Road Test
An Answer to a Question We Don’t Remember AskingHeretofore, Sport-y Fusions have been so mostly in appearance; the previous Sport package could be applied to front-drive SE or SEL trims and included a gaudy interior upgrade, a rear lip spoiler, a stiffer suspension, 18-inch wheels, and not much else. For 2010, however, the Sport becomes an independent model—with either front- or all-wheel drive—that retains the stiffer suspension, “special” interior trim, and 18-inch wheels of the 2009 trim level, and adds a tasteful and handsome body kit and its own unique engine. Indeed, the new Sport is the only member of the Fusion range to receive the 3.5-liter V-6 that was once exclusive to the Lincoln MKZ among Ford’s mid-size sedans. (Other V-6 Fusions use a 3.0-liter.) The 3.5-liter mates to a six-speed automatic transmission with manumatic shifting, and it will hold gears in a decidedly sporty way.
This all-wheel-drive Sport hits 60 mph in 6.7 seconds, four tenths quicker than a front-drive 3.0-liter Fusion SEL we tested. The Sport continues to walk away from the SEL beyond 60 mph, making it to 100 mph in 17.6 seconds versus 20 flat. (And that’s in spite of the Sport AWD’s 338-pound weight disadvantage.) Both, however, pale in comparison to the Mazda 6 s sedan with a V-6 and front-wheel drive; the last one of those we tested put up a 0–60 time of 6.1 seconds and needed only 15.4 seconds to reach 100. That “Sport” is baked into the Mazda 6 from the start and includes balanced handling and good road manners, too.
While our test numbers show the advantage of the 3.5-liter’s extra output over the 3.0-liter—increases of 23 hp and 26 lb-ft—the engine sounds raspy when pushed, resulting in three more decibels of noise entering the cabin at wide-open throttle. The six speeds backing it up are nice for highway cruising, but when called upon the transmission shifts a bit more lazily and sloppily than we like from something with sporting intentions. Against lesser Fusions, the Sport’s stiffened ride remains comfortable while body motions are better squelched, but we think the Mazda does a superior job of balancing aggression and comfort.
Back among the Ford set, the Sport’s governed top speed rises to 126 mph compared to 112 for the SEL. Fuel economy was considerably lower in our hands, as you’d expect, at 20 mpg versus 24 for the SEL. The Sport AWD is rated at 17 mpg city/24 highway by the EPA. Although the brakes performed better on the Sport than the SEL—requiring 196 instead of 203 feet to stop from 70 mph—we still wouldn’t call them good, or really even acceptable. (The Mazda? It needed just 165 feet.)
Some of the Parts are Out of Place
As to the dressier bits, the trunklid spoiler is just for show, and to our eye it’s not showing well. Ditto the loud interior; its blue seat inserts, blue-stitched accents, and blue anodized-look trim were all different hues, and visually arresting on vehicle entry. (The interior can alternatively be accented in gray or red; go for the gray.) But we’d keep the blue stitching on the door panels and wheel, and the seats themselves are supportive with a mild bolster that kept us in place during spirited driving.
Fusion Sports carry a base sticker of $26,905, which is $1850 more than a Fusion SEL. Our tester’s all-wheel drive adds another $1850, and a further $4770 in options—including blind-spot and cross-traffic monitoring, rear parking sensors, a rearview camera, heated leather front seats, a sunroof, Sync-ified navigation, and upgraded Sony audio—brought the grand total to $33,525, hardly family-sedan money. Yes, the Fusion Sport does a better job of living up to its name than before, but we’re not sold on the package at this price; we’d rather spend the money on the more well-rounded Fusion Hybrid or a serious sports sedan. If you just gotta have a sporty family car, allow us to point out that the Mazda 6 s we keep referring to starts at $27,200 and is a more satisfying proposition.
Tuesday, December 22, 2009
Ford F-150 Harley-Davidson 2010 - Quick Spin
This is the latest in a long convoy of Harley-branded trucks and the sole version of the 2010 F-150 that Ford says not to take off-road. Offered in Tuxedo Black or, like ours, Lava Metallic (it looks a lot like dirt-speckled black), this year’s Harley truck is only available in four-door SuperCrew configuration with a 5.5-foot bed. All Harley F-150s ride on massive 22-inch wheels—the trucks also wear 22 Harley logos—wrapped in all-season rubber and have a unique “sport-tuned” suspension. The interior gets motorcycle-jacket-inspired seats, a unique gauge treatment, piano black trim, and soft plastic accents. Chrome flourishes are limited to the grille and running-board edge, and there’s a subtle graphic at the bottom of the doors.How Does It Drive?
As a result of the suspension mods, it drives pretty darn well—for a truck, that is. It has an all-around good ride and is comfortable on the highway, especially considering the 22s. It stays planted and seems less reticent to be hustled through corners than most full-size trucks. The 5.4-liter V-8 remains absolutely anemic compared to the eight-pots offered by the competition and was no doubt further hampered by the big rolling stock. But the engine is at least backed by a throatier exhaust in this application. So it sounds powerful, even though it isn’t. Compounding the lack of guts is a six-speed transmission that’s slow to respond and doesn’t seem to make use of what limited power is available.
Still, the truck managed the tasks we threw at it, including hauling a mattress in the bed and some assorted furniture in the cavernous cabin with the rear seats folded. The optional tailgate step helped with loading and unloading and the bed extender allowed the queen-size bed to fit, although the extender’s trapezoidal shape doesn’t take advantage of all available tailgate real estate.
How Does It Stack Up?
As a unique image truck with no real direct competitors, it’s best to compare the Harley-ized truck to other F-150s. As mentioned, the ride is certainly better, but the road-focused suspension does compromise its payload and towing capacities—the bed can handle only 1150 pounds, while your trailer should weigh no more than 5100. A similarly equipped four-wheel-drive F-150 with the 5.4-liter can handle up to 1510 in the bed and tow 9700 pounds. There’s also a heavy-duty tow package available on those trucks that raises the towing limit to 11,200 pounds. Still, the Harley can tow his-and-hers Hogs, although those looking for an H-D truck with some serious hauling capability should check out Ford’s Super Duty offerings or perhaps the International LoneStar semi we tested a while back.
What’s the Cost?
The Harley-Davidson truck is equipped almost identically to the F-150 Limited and includes heated seats at all four corners, ventilated front seats, power running boards, and a tailgate-mounted rearview camera that’s useless when the ’gate is down. Rear-wheel drive is standard while our tester’s all-wheel drive (as opposed to the four-wheel-drive systems available on the rest of the F-150 lineup) added $3145 to the bill. Our tester was almost fully optioned, adding an upgraded stereo with navigation, a sunroof, a trailer-brake controller—for 5100 pounds? Really?—and the bed extender and tailgate step; the total was $50,010. That seems like a lot to pay for a truck with compromised utility, so this truck is aimed squarely at buyers looking for presence and relative poise in their luxury vehicles. Then again, those buyers don’t actually need pickups.
(BY DAVID GLUCKMAN, PHOTOGRAPHY BY JORDAN BROWN )
Saturday, November 14, 2009
2001 Ford Mustang GT Convertible - Supreme Steed
Driver ProfileBrian Harder hails from West Allis Wisconsin, where he is the director of a local funeral home. He was fortunate enough to acquire his Mustang from his wife, who had deemed it as too small. Once she had her new SUV, Brian reclaimed the Mustang and embarked what would be a three-year buildup into the vehicle’s current status. He is an active competitor at local car shows in and around his hometown where he has already scooped up several first place trophies. There are very few things left on the Mustang that can be customized, so for now Harder’s plans are to continue on the show circuit, and of course to enjoy every minute of it.
It's a good thing that Brian Harder is not one to leave well enough alone. Proof of this is his 2001 Mustang GT convertible featured on these pages. Right off the showroom floor, the Mustang is already a slick ride, especially the GT models with the added thrill of a V8. Roughly three years ago, however, Harder turned to Project Two Customs of Waukesha, WI, to step it up a bit with a few upgrades to the box stock pony car. As you can see, one thing led to another; and after several different stages, Harder's Mustang has evolved into a one-of-a-kind show car. Practically every element of the vehicle has been customized, enhanced or replaced with an aftermarket upgrade. The extensive list of additional mods is proof of that. While an attempt to describe every custom element of the Mustang would be futile at best, a complete description of the multimedia installation and interior transformation is well deserved.
For the front stage, the Project Two crew fabricated a set of custom door panels to house the MB Quart PCE 216 component set. The baffles used to mount the 6 1/2" drivers firmly to the door's frame were integrated into the custom panels, while the 1" tweeters were mounted in the factory tweeter pod at the top of each door. To protect the mids, a set of custom CNC-machined aluminum grilles were fabricated to complement the aftermarket billet tweeter grilles. The finished panels were wrapped in factory Ford vinyl with suede and painted inserts. Billet switches and door handles replaced their factory counterparts, and for the finishing touch, the Mustang emblems in each panel were molded in clear acrylic and illuminated for accent lighting.
Multiple Drivers
In comparison to the elaborate front doors, the installation of the rear drivers is quite simple. Rear fill is provided by an MB Quart PCE 213 component set in the factory speaker locations on either side of the rear seating area. Both the 5 1/4" mid and 1" tweeter are concealed by the factory speaker grilles, but have been carefully positioned for optimal imaging.
An additional PCE 213 component set was chosen for the center channel that has been incorporated into the custom-built dashboard. Both 5 1/4" midrange drivers were used, but only a single 1" tweeter was installed due to the reflective properties of the Mustang's windshield. The center channel drivers are protected by a custom grille that is also home to the array of vehicle status indicators that have been extracted from the gauge cluster.
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Rehash The Dash
The elaborate center channel sits atop a completely redesigned dash and center console that features a hand-built gauge cluster that situates the assortment of Auto Meter gauges in the center of the vehicle. Like the door panels, the dash and center console were wrapped in Ford vinyl with painted fiberglass inserts. Nestled below the gauge cluster is the Eclipse AVX2404 double-DIN source unit with built-in DVD/CD/MP3 player and DTS surround processor. For CD audio while the source unit's DVD player is in use, an Eclipse 8-disc changer was flushed into the area of the floor beneath the sub enclosure. A Sony Playstation 2 was also incorporated into the passenger side of the dash for additional mobile entertainment and uses wireless controllers for a cleaner look. Both video sources supply all six screens in the vehicle, while switching duties are handled by a Pioneer three-way switcher in the center console.
Screening Room
In addition to the 5.8-inch monitor built into the Eclipse source unit, an additional five monitors were installed in the Mustang. A Directed 5.8-inch screen was molded into each custom-made sun visor, while a 7-inch Directed screen is tucked into each headrest. The fifth and final monitor is an Eigervision 10.4-inch mounted on the custom chrome strut bar that spans the width of the trunk for demo purposes.
Juice Bar
Below the monitor and strut bar in the trunk is a molded white fiberglass insert that conceals the amp rack and Air Ride components. A 1" boxed steel frame secures the three amplifiers that power the system to the vehicle. A Memphis Belle 5-channel amplifier powers the front and rear stage and a pair of the subwoofers, while a Memphis 16-MCD1000 mono amplifier powers the remaining two subs. The third amplifier is a Rockford Fosgate P2002 that powers the center channel drivers. For aesthetic reasons, only the two Memphis amplifiers are displayed in the trunk. The bottom covers were removed and the amps were inverted to display their inner components beneath the two clear lexan windows molded into the fiberglass trim panel. The trunk lid also received a dose of custom treatment with a custom fiberglass panel molded to the underside that features a lighted Project Two logo.
In The Details
Rounding out the modifications to the Mustang's interior is a set of Roush Racing leather seats, a Classic Design Concepts roll/light bar, suede-wrapped Momo steering wheel and hand-sewn Wilton Wool carpeting and floor mats. One of the more noteworthy mods is the 1" layer of poured-in rubber beneath the carpet that helps with sound deadening, flattens the floor and provides a more cushioned feel. The highly customized interior looks right at home in Harder's Mustang and complements the numerous other modifications to the rest of the vehicle. Yet again Project Two delivers a remarkable showpiece that exemplifies the level of creativity and quality of craftsmanship they put forth in every vehicle they build.
 The Mustang's dash was completely... read full caption |  |  |
Tech
Wheels/Suspension
20" Davin Revolution 5.1 rims
Continental Tires: 255/30/20 front, 305/25/20 fear
Roush Racing 14" slotted brake kit front and rear
Air Ride Technologies 4-way air ride system with Big Red valves and Dakota Digital gauges
QA1 adjustable shocks
BBK upper and lower control arms
To eliminate the possibility of inadequate bass response in the convertible, the rear seat was yanked and an MDF and fiberglass enclosure was constructed in its place to house four Diamond Audio D6 Series 12" subwoofers. The massive enclosure was bolted to the vehicle and designed to fire the subs directly at the driver and passenger. To complement the rest of the install, the finished enclosure was smoothed and painted white to match.
 The back seat was removed... read full caption |  Lifting the trunk lid reveals... read full caption |  |
Body
Classic Design Concepts billet upper grille
Grillcraft painted lower grille
Classic Design Concepts sequential taillights, quad fog lamps and signal mirrors
Mach 1 chin spoiler
Street Glow White
Neon Underbody neon kit
Shaved antenna
Performance
Trueflow chromed intake plenum
BBK 74mm throttle body
BBK cold air intake
Ignition Solutions plasma booster
Optima/Tsunami Yellow Top battery
200-amp chromed alternator
NGK Denso Iridium spark plugs
Fluidyne radiator
JBA Shorty headers
Chrome and polished stainless accents
Smoothed and painted under hood with mirrored inserts
Ford Racing 3:73 rear end gears with Roush Racing differential cover
Flowmaster American Thunder stainless steel exhaust
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