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How To: Replace Brake Pads and Rotors on a 2009 to 2014 Ford F150
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By Counterman
Alligator sens.it RS universal TPMS sensors now cover the 2020-2021 Ford Bronco.
“This vehicle has hit the market by storm and Alligator is proud to offer service for this impressive new SUV,” Alligator said in a news release.
The all-terrain Bronco is another addition to the expanding list of Ford vehicles that can automatically learn and detect TPMS sensors once installed into each wheel assembly, or if rotating tires at regular intervals.
Alligator offers these instructions: Simply install the new Alligator sens.it RS universal TPMS sensors, then begin driving the SUV, and the system will register the new IDs automatically while driving. Based on the instruction manual, make sure to park the vehicle the required amount of time for the TPMS system to enter into relearn mode (usually 20 minutes).
The Alligator sens.it RS universal TPMS sensor also supports location detection, so when rotating tires, there’s no need to reset the system manually. Simply follow the same procedure as auto-learning and the display will show the new tire locations on the dash after driving for a few minutes.
“By continuing to use Alligator sens.it RS universal TPMS sensors, shops can ensure they are working with a part that supports the full range of OE features, which helps make the job easier, reduces unnecessary downtime in the bay for TPMS learning or general sensor issues, helps the bottom line and, most importantly, keeps customers happy and coming back,” the company said. “When replacing OEM sensors with aftermarket sensors, rest assured that RS Series TPMS sensors from Alligator will provide all the functionality your car delivers. Regardless of the tool you use to program your Alligator TPMS sensors, this new application should be available for programming after you complete the latest update.”
Alligator is a brand of
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By LEarn492
Hi i have a 2006 g35x that i just got. i put sport pads in the front becuase i used them on my old car and loved the extra power that they gave me. i need new rear pads too, my question is will putting sport pads in the rear mess up my car's handling or braking? like it won't mess with the brake bias, the system that alters brake pressure to each wheel, make my car more likely to fishtail or anything like that when i hit the brakes in a corner right? it'll just give me more stopping power? i'm thinking this as all the companies sell sport pads for rear too. anyone here done this before? any tips? thanks. -
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By Counterman
The first of the Ford “modular” engines was a 4.6-liter V-8 that appeared in the 1991 Lincoln Town Car. The family soon grew into six unique displacements, including a V-10. Three decades later, the modular family is still around, most popularly in the current 5-liter “Coyote” trim.
Let’s look back at some of these original engines, the vehicles they powered and a few of the reasons we still hear about this engine family on a regular basis.
But first, a disclaimer: The “modular” name doesn’t refer to parts interchangeability, although some of these engine designs share common features. In this case, “modular” refers to the manufacturing processes used at the Romeo, Windsor and Essex engine plants to produce these engines quickly for a wide range of platforms. Each of these engines has distinct design features, and some need to be catalogued carefully – utilizing VIN, application and model-year information to properly identify components.
The original 4.6-liter was a two-valve SOHC V-8 engine found in the Town Car, Crown Victoria and Grand Marquis. The 4.6-liter was designed as a replacement for the old pushrod 5-liter and 5.8-liter (aka the “302” and “351”), a trend that continued as the pushrod engine slowly disappeared from the Thunderbird, Mustang and F-Series trucks throughout the mid to late 1990s. These early engines were built in Romeo, Michigan, and Windsor, Ontario, and the two have distinctly different timing drives and cylinder-head designs.
Identifying Romeo-built and Windsor-built 4.6-liter engines can be as simple as decoding a VIN – providing the engine is still in its original vehicle. Unfortunately, Ford chose to identify the Romeo engines with a “W” in the 8th VIN position, while the Windsor engine was assigned the number “6”!
Looking at the engines themselves also gives a few clear clues, in case you’re dealing with an engine “in the wild,” or a possible transplant. The valve covers on the Romeo engine are held down with 11 bolts, while Windsors feature 13/14 bolt patterns. Beneath the timing covers, you’ll also find that Romeo cam gears are bolted to the camshaft, and Windsor cam gears are pressed onto their shafts. Even bare blocks can be identified easily by locating the “R” or “W” casting marks on each engine – and this time “W” actually means WINDSOR!
F-Series trucks received a new modular option in 1997 in the form of the 5.4-liter, another two-valve SOHC V-8. The same year, E-Series vans were the first to receive the new modular 6.8-liter V-10. These engines were manufactured in the two Canadian plants, so there are no Romeo versions. These modular truck engines became known as the “Triton” series, which became a point of confusion a few years later when Ford introduced a THREE-valve cylinder-head design to the family.
Triton would seem to indicate “three” of something, just like tricycles have three wheels or triangles have three sides, but the name pre-dates the first of the three-valve designs introduced in 2004. Triton truck engines can be found in both two- and three-valve versions, and the last 4.6-liter modular engine (produced in 2014) actually was a two-valve Triton engine.
In addition to the trucks, three-valve engines were found in Mustangs and SUVs, but the modular family also included a series of four-valve DOHC engines in both 4.6-liter and 5.4-liter displacements. These were fit primarily in SVT, Shelby and other performance-oriented vehicles, but the Lincoln lineup also received the four-valve DOHC treatment periodically throughout the modular years. The current 5-liter Coyote continues this 4V DOHC tradition, along with its derivative 5.2-liter Voodoo/Predator, and 5.8-liter Trinity cousins.
The 4.6-, 5.4- and 6.8-liter engines were plagued with spark plug issues in both the two-valve and three-valve versions. 1997-2008 modular two-valve engines with aluminum cylinder heads were prone to stripping spark plug threads, often ejecting the spark plug forcefully from its cylinder port.
The three-valve design did not have thread-stripping issues, but the unique two-piece spark plug that Ford used in the three-valve engines from 2004-2007 has a tendency to snap in half during removal, leaving a difficult-to-remove stump of electrode shell at the bottom of the spark plug well. Several tool companies have developed plug-removal kits for the 3V vehicles, and thread-repair kits for the 2V applications. Ford redesigned the 3V heads (and spark plugs) for 2008, and has since upgraded the plugs specified for the 2004-2007 engines. Aftermarket companies also have developed one-piece replacement spark plugs for these applications, which decreases the chances of that tune-up going horribly wrong!
Even though these modular engines have been around for a long time, the applications in which they originally were installed lend themselves to longevity. They still are present in fleets, from taxis and police cars to cargo vans and work trucks. Of course, modular Mustangs of all varieties continue to be enthusiast favorites, from daily driving to competition at drag strips, autocross and circle-track events. The secondary market for the Crown Victoria also includes motorsports, as they have become the preferred demolition-derby car in most full-size classes, and there are even racing series exclusively for P71 (police-package) Vics!
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By Counterman
Continental’s line of ATE replacement brake fluids feature special formulations designed to help maximize brake-system performance in all types of electronic, hydraulic and racing systems.
The full line includes ATE Super DOT 5.1, the technological standard for brake fluids; ATE SL.6 Brake Fluid, the ideal replacement for ESP, ABS and ASR electronic brake systems; ATE SL for hydraulic brake and clutch systems; and ATE TYP 200 for high-performance and racing applications.
ATE Super DOT 5.1 Premium Brake Fluid’s formulation sets a new performance standard for brake fluids, according to Continental. It combines a high wet boiling point of 356 F with outstanding viscosity at very low temperatures to deliver a capability that previous brake fluids were unable to achieve. With a maximum of 750 mm²/sec. at minus 40 F, ATE Super DOT 5.1 viscosity values exceed even those of ISO Class 6, which are well above the specifications for DOT 5.1 class brake fluids, according to the company.
ATE SL.6 brake fluidis the optimum replacement for DOT 4 fluid in ESP, ABS and ASR brake systems. Its low-viscosity texture allows electronic brake systems to react more quickly for improved safety. ATE SL.6 offersexcellent application coverage for the advanced braking systems used in high-end vehicle makes and models.
ATE SL brake fluidis an excellent DOT 4 replacement for use as hydraulic fluid in brake and clutch systems. It features a mixture of polyethylene glycol ethers, polyethylene glycols and boric acid esters of polyethylene glycols with anti-corrosion/anti-aging agents. ATE SL meets and exceeds the requirements of the brake-fluid standards FMVSS-No. 116 – DOT 4, SAE J1704 and ISO 4925, Class 4, among others.
ATE TYP 200 brake fluid exceeds all DOT 4 standards and excels under the extreme demands of high-performance driving. Compatible with all DOT 3, DOT 4 and DOT 5.1 brake fluids, the formula delivers a minimal drop in boiling point due to outstanding water-binding properties that result in a long-lasting fluid that can provide optimal performance for up to three years under normal highway driving conditions, according to Continental. The high wet and dry boiling points make this fluid an excellent choice for street-driven vehicles as well.
“ATE brake fluids are the result of many years of experience and expertise in developing OE brake systems,” notes Dan Caciolo, head of product management at Continental. “The viscosity, boiling point and pressure behavior of our fluids interact perfectly to allow the braking system to react quickly and reliably in any application. Our boiling points and viscosity exceed legal specifications, while our high-quality additives help deliver outstanding corrosion protection and optimum compatibility with brake system’s sealing materials.”
ATE is an aftermarket brand of Continental. For more information, visit
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