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Customer Review: Ford Probe Yonaka Coilovers

May 22nd, 2011 No comments

Since their introduction, the Yonaka Coilovers have been extremely popular amongst enthusiast who are looking for a good suspension at a reasonable price. The Yonaka coilovers are fully height adjustable and offer many features that give your car sharp handling and precision cornering all while maintaining a quality ride that is perfect for the daily driver.

One of our customers, Erik, was very interested in these coilovers, and wanted to try them on his Ford Probe. He sent us a review and a write up to feature on the site. Enjoy!

I was unsure about purchasing this suspension at first. I’ve had coilovers in my Civic for 60,000kms, so I was not worried about the stiff ride. Always wanted ksports, heard good things and bad things, but I just was struggling to find a set for a decent price.

The yonakas seemed to be a good alternative.

Cost – 660.00 USD shipped to my door in Canada (vs well over 1000.00 for new ksports)

-Cheap cost
-Stainless steel adjustment rings
-Limited lifetime warranty
-4″ of drop

-no dampening adjustment
-unable to find someone esle that ran them, so i had to take a chance

I tried to do research for a couple weeks on this suspension but couldn’t find a damn thing on a probe or mx6. I read numerous Honda reviews and a few Toyota etc, which I figured would give me at least a feel for the reliabilty of these coils.

Warranty is limited lifetime VS ksports 1 year.

I received the coils 3 days after ordering and I was very excited!

They looked to be high quality peices.. The thing that really impressed me was first off the stainless adjustment rings, but as well the coil keys that came with it. (little claw looking guys for adjusting the ride height). A normal coil wrench is around maybe 4 inches long, these were twice that, and very thick, so at least they wont strip and you will get some leverage.

Installation was a breeze! No different then any other coilover, aside from the use of stock strut mounts.

This is the only pic I have of them installed, excuse the fender roller, was working on fitting a 18×9.5 in the rear.

Heres a before reference with B&G springs, dropped just over 2 inches.

This was on 19×8.5′s and lowering springs. No near low enough for me.

Here is a few after shots

I am dropped just over 4 inches from stock. The front has all the drop I can get out of them, the rear has another inch and a half or so it can drop. I did 11,000kms on these this past summer and had no issues, no change in ride or feel, they did settle a little lower as the summer went on, but not really any change.

There is no dampening adjustment on these, where they are set is what you get. My car never ever sees a track so it wasnt an issue for me.

The roads are very bad here, and yes they are stiff, but not horrible, less so them ksports I think.


I love them and would recommend them to anyone.


PS: I attached a few other pics from the summer that you may want! Not much or a write-up, but do not know what esle to say but they are great. I would love is they had camber plates and i didnt have to use my stock strut mounts, since my wide wheels required some camber adjustment. I was the first person ever in the world to run a 9.5 wide on a probe and the yonakas let me do it!

More Info:

Yonaka Coilovers

Check out the latest applications for Yonaka coilovers above. We are an authorized dealer and pass along to you the full Yonaka warranty.

Categories: Ford Tags:

Add 16 HP to 2010 Ford F-150 5.4L V8 with AEM Cold Air Intake System

February 2nd, 2011 No comments

The Ford Motor Company was really onto something with the introduction of the first Ford F-Series pickup truck in 1948. The 1948 F-Series truck, also known as the “Bonus-Built”, featured innovative styling cues and cutting-edge optional equipment for its time. The first-generation F-Series was available with options such as a foot-operated windshield washer system as well as an optional passenger-side taillight and sun visor.

AEM Cold Air Intake System for 2010 Ford F-150 5.4L – 41-1101P

Over the past 60 years, the Ford Motor Company has continually improved the F-Series lineup of trucks. As a result of their untiring effort, the Ford F-Series has been America’s best-selling full-size pickup truck for well over 30 years. Now in their 12th generation of the F-Series, the F150 pickup truck offers a variety of engine choices in addition to high-tech optional equipment such as an in-dash computer that connects to entertainment sources for news, traffic and sports updates.

So how can performance enthusiasts make America’s best-selling truck even better? With the addition of AEM’s new Cold Air Intake System for the 2010 Ford F150 with 5.4-liter V8 engine (part number 41-1101P for polished and 41-1101C for Gunmetal Gray).

The first order of business in designing the 41-1101 cold air intake system was to flow test the F150′s factory intake system. Several flow bench studies determined that the OEM equipment was highly restrictive. To rid the F150 of the restrictive factory components and enhance the airflow into the 5.4-liter engine, AEM engineers opted to use a massive 4-inch diameter inlet pipe with a 4×7-inch DRYFLOW air filter. AEM then chose to utilize the latest in Electronically Tuned Intake (ETI) technology to optimally tune the inlet pipe. By using an ETI module, AEM was able to place the F150′s mass airflow sensor (MAF) inside of the included powder coated heat shield, which substantially reduced inlet air temperatures. With the inlet tube diameter, air filter size, and MAF location optimized, the AEM ETI module (included) was calibrated to adjust the air density readings. This allowed the intake to provide a smooth flow of dense air needed for horsepower and torque gains while keeping the computer system within its ranges.

AEM estimates a 2010 F150 pickup with a 5.4 liter engine and this intake will gain 16.6 HP at 4,600 RPM. AEM testing shows peak horsepower is also improved significantly with the intake in place. Torque is also improved. See dyno chart for estimated torque gains.

The massive increase in performance is also coupled with outstanding filtration through AEM’s DRYFLOW performance air filter. For the 41-1101P and 41-1101C intake systems, AEM elected to use the 21-2257DK air filter. The 21-2257DK air filter’s construction consists of an flange inside diameter of 4-inches (102mm) and a height of 7-inches (178mm). AEM DRYFLOW air filters are reusable, washable synthetic air filters that have been designed for the optimum combination of airflow, filtration and performance. DRYFLOW filters utilize oil-free filtration media that offers extremely easy cleaning, durability and longevity. Installation is simple with AEM’s fully illustrated installation instructions.

For added filtration, AEM offers Filter Wraps that are manufactured from durable micro-screen materials that are pretreated with a proprietary hydrophobic process. AEM filter wraps repel water splashes and extend the filters service life. For the 41-1101 air intake system, AEM Filter Wraps are available as a separate accessory (Part Number: 1-4007).

Categories: Ford Tags:

2012 Ford Mustang Boss 302 Specs

October 9th, 2010 No comments

2012 Ford Mustang Boss 302

Introducing the 2012 Ford Mustang Boss 302.

We absolutely love the all new 5.0L engine Ford decided to bring back, and it’s proving to be a force to be reckoned with. The all new 2012 Ford Mustang Boss 302 is packing 88 horsepower per liter, with 440 estimated horsepower total from it’s 4,951 cc engine (302 cubic inches). Ford makes this power using 11.0:1 compression which isn’t supercharger or turbo friendly, so we suspect that any supercharger or turbo kit that is going to be released by the aftermarket is going to run in low boost, but be responsive due to the higher compression of the motor.

The 2012 Ford Mustang Boss 302 features unique styling that is unmistakeably Boss. The package flows together and is one of the best looking, best handling, and best interior Ford Mustang ever.

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The Boss returns! Limited production 2012 Mustang Boss 302 set to become the quickest, best-handling straight-production Mustang ever offered by Ford, based on the world-class foundation provided by the 2011 Mustang GT

Boss upgraded in nearly every vehicle system; engine output, brakes, suspension, interior and exterior all examined to optimize weight, aerodynamics and track performance

Full Mustang team effort results in a comprehensive re-engineering available only through the factory; new Boss is not a package that can be purchased out of a catalog or achieved through tuning or aftermarket parts

Limited-production track-oriented Boss 302 Laguna Seca model expands on Boss racing aspirations, deleting rear seat and adding race-ready suspension and aerodynamic treatments Ford gave the green light only once before: In 1968, management approved a special Mustang – a car that sacrificed nothing in its quest to be the best all-around road-going performance machine ever created by Ford Motor Company. That car became the 1969 Mustang Boss 302, and it remains one of the world’s most sought-after examples of American performance.

Forty-two years later, Ford has given the green light again.
The team of Ford engineers, designers and stylists – all Mustang enthusiasts to the core – that created the groundbreaking 2011 Mustang GT has distilled a new model to its purest form, strengthening, lightening and refining each system to create a race car with a license plate. Its name: the 2012 Mustang Boss 302.

“The decision to build a modern Boss was not entered into lightly,” said Derrick Kuzak, group vice president, Global Product Development. “The entire team at Ford felt the time was right and with the right ingredients, the world-class 2011 Mustang could support a successful, race-bred, worthy successor to the original Boss 302. For us that meant a production Mustang that could top one of the world’s best – the 2010 BMW M3 – in lap times at Laguna Seca. We met our expectations.”

To celebrate the racing heritage of the new Mustang Boss 302, Ford will also offer a limited number of Boss 302 Laguna Seca models, named for the track where Parnelli Jones won the 1970 Trans-Am season opener in a Boss 302. Aimed at racers more interested in on-track performance than creature comforts, the Boss 302 Laguna Seca has increased body stiffness, a firmer chassis set-up and an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R.

Philosophy and powertrain
“The new Boss 302 completely redefines Mustang capability,” said Mark Fields, Ford president of The Americas. “That the Mustang team was able to take the current Mustang GT – already a world-class performance car – and refine it further for peak track performance shows the commitment Ford has to this car and its legions of fans.”

Driving the 2012 Mustang Boss 302 was intended from the outset to be a visceral experience, packed with raw, unbridled performance across the spectrum: Acceleration, handling, braking, and top speed are all equally matched for perfect balance on a car operating within the framework of legally defined safety, noise and emissions regulations.

“The team at Ford wanted to offer their fellow Mustang enthusiasts something really special – a beautifully balanced factory-built race car that they could drive on the street,” explains Dave Pericak, Mustang chief engineer. “The Boss 302 isn’t something a Mustang GT owner can buy all the parts for out of a catalog or that a tuner can get by adding a chip. This is a front-to-back re-engineered Mustang with every system designed to make a good driver great and a great driver even better.”

Led by Mike Harrison, the V8 engine team approached Boss from the top down: With 412 horsepower from 5.0 liters, the 2011 GT engine was already an incredible performer. But to achieve the high-rpm horsepower that would make the engine competitive on the track, a new intake was essential. The resulting runners-in-the-box plenum/velocity stack combination the engine team developed was impressive enough that it got the green light after one short drive.

Helping the intake build power, revised camshafts using a more aggressive grind are actuated with the same twin independent variable camshaft timing (Ti-VCT) mechanism used on the Mustang GT. More aggressive control calibration yields 440 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and low-end torque for comfortable around-town driving.

A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual transmission handles gear change duties.

Power is delivered to a 3.73 ratio rear axle using carbon fiber plates in the limited-slip differential to improve torque handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is an available option coupled with Recaro front seats.

Sounds like the Boss
While the powertrain team defined output targets that would yield an ideal balance with the chassis, another team made sure the car made the kind of sounds owners and enthusiasts would expect from a Mustang Boss.

Up front, a Boss-specific intake system is tuned to feed the engine with minimum restrictions. A retuned induction sound tube provides concrete aural evidence of what’s occurring under the hood. And, in the Boss exhaust system engineers really had some fun.

“With an exhaust system, we have to consider three constraints: legal noise restrictions; backpressure, which can rob power; and ground clearance,” explains Shawn Carney, Mustang NVH engineer. “Since the 2011 Mustang GT exhaust is already so free-flowing – it came in way under our backpressure targets – we already had excellent performance; we were able to tune the exhaust system for a unique sound. Combined with the rush of the intake, the exhaust system really envelops the driver in V8 sound.

Every Boss features a unique quad exhaust system: Two outlets exit in the rear similar to a standard Mustang GT. The other two outlets exit to either side of the exhaust crossover, sending exhaust through a set of metal discs that act as tuning elements before the pipes terminate just ahead of the rear wheel opening. Visually subtle, the side pipes flow very little exhaust but a lot of exhaust sound, providing a sonic experience unlike any other Mustang.

Suspension and steering
In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters at the front and 1 millimeter at the rear versus the Mustang GT. The real key to handling, though, is in the adjustable shocks and struts, standard on all Boss Mustang models.

“We’ve given drivers five settings for their shocks,” says Brent Clark, supervisor of the Mustang vehicle dynamics team. “One is the softest, two is the factory setting and five is the firmest, and we’ve provided a wide range of adjustment. A customer can drive to the track on setting two, crank it up to five for improved response on the track, then dial down to one for a more relaxed ride home. What’s unique is that drivers will find – thanks to the way the suspension works as a complete system – the softest setting isn’t too loose and the firmest setting isn’t too controlled; each step just provides additional levels of control.”

Also unique is the method of shock adjustment. Ditching the weight and complexity of electronic wizardry, the Mustang team opted for traditional race-style hands-on adjustability – similar to the Gabriel shocks available on the original Boss 302.

“The shock adjustment is right at the top of the shock tower, built into the rod and easily accessible from under the hood or inside the trunk,” says Clark. “You just take a small flat-head screwdriver, turn the adjustment screw between one and five, and head back out onto the track.”

To complement the suspension, the speed-sensitive electronic steering system has been retuned to maximize feedback and road feel to the driver. The driver is also given the option of fine-tuning the steering feel to his liking by selecting one of three settings through the instrument cluster menu: Comfort, normal and sport modes help offer track-tuned steering when desired without sacrificing low-speed maneuverability in parking situations and everyday commuting.

Similarly, Boss receives unique traction control system (TCS) and electronic stability control (ESC) settings to help drivers achieve maximum performance whether on the street or at the track. Both systems can be completely disabled in controlled track situations where maximum driver skill is utilized, or fully engaged for maximum safety during normal driving or in less-than-ideal traction conditions. Intermediate sport mode allows drivers to push their cars hard at the track without completely disabling the safety systems, permitting more aggressive driving before the TCS and ESC systems intervene.

Brakes, wheels and tires
Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the vehicle, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

The combined suspension and tire package allows Boss to achieve a top speed of 155 mph and become the first non-SVT Mustang ever to achieve more than 1.0 g of lateral acceleration.

Boss braking is also up to the challenge, using Brembo four-piston front calipers acting on 14-inch vented rotors up front. In the back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. Combined with vented brake shields and unique Anti-Lock Brake System (ABS) tuning, Boss drivers get maximum control and rapid, repeatable fade-free stops in road and race situations alike.

The Mustang team spent considerable time ensuring the brake pedal feel met the expectations of performance drivers. Boss receives unique low-compressibility brake lines that expand up to 30 percent less than traditional flexible brake lines, allowing maximum fluid pressure to reach the calipers in the least amount of time, giving the driver a sensation of being connected directly to the brake pads.

“This car is wicked fast, so we put a lot of emphasis on giving it comparable stopping power,” says Clark. “We started with a race-proven brake system and tuned it specifically for the characteristics of the Boss 302 and its mission. They’re the best brakes ever installed on a Mustang, and they give consistent, repeatable braking performance on the street and the track.”

As a result 60-0 stopping distances for the Boss are improved by approximately three feet versus the Mustang GT with available brake package; combined with suspension and engine improvements, Boss is expected to show approximately a two-second lap time improvement over the GT on a typical road race course. But the numbers tell only part of the story.

“We achieved measurable improvements over GT, which was already one of the best-braking cars we’ve ever designed,” explains Clark, “but what’s harder to quantify is how good these brakes feel to a driver in a race situation. Like everything on this car, the brakes are more than the sum of their parts: They’re tuned from pad to pedal to work perfectly as a system, and the difference is dramatic.”

Exterior and interior design
Changes to the Mustang Boss exterior are subtle but unmistakable. True to its race-bred heritage, every component that could potentially aid aerodynamics or engine/brake performance was examined to make the vehicle more competitive, while chief designer Darrell Behmer refined the styling to evoke the 1969 Boss in a contemporary way.

“We approached this as curators of a legend,” explains Behmer. “We’ve taken design cues from the ’69 Boss street car and the menacing Bud Moore/Parnelli Jones race cars and carefully updated them to give the 2012 the proper bad-boy attitude that is unmistakably a Boss Mustang.”

To set Boss apart, each car will have either a black or white roof panel, coordinated to the color of the side C-stripe. Available exterior colors are Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

Up front, a unique fascia and grille are highlighted by the blocked-off fog lamp openings and aggressive lower splitter, a version of the design used – and proven – on the Boss 302R race car. The front splitter is designed to function at high speeds by efficiently managing the air under and around the car. It helps to reduce underbody drag and front end lift while more effectively forcing air through the Boss-specific cooling system. At the rear of the car, the spoiler was chosen to complement the front aero treatment and minimize overall drag.

“What we were after on Boss was reduced overall lift with improved balance,” says Pericak. “We needed to keep the car glued to the street or the track at high speeds without increasing drag or affecting top speed and fuel usage. The end result is an aero package that uses front, rear and underbody treatments not for show, but for effect – the balance and stability of this car all the way to its 155-mph top speed is just outstanding.”

Inside, a unique Boss steering wheel covered completely in Alcantara suede complements the standard seats, which are trimmed in cloth with a suede-like center insert to firmly hold occupants in place. Boss customers who want the ultimate seating experience can select a package that includes Recaro buckets, designed by Ford SVT in cooperation with Recaro for high performance Mustang models, and shared between the Boss and GT500.

A dark metallic instrument panel finish, gauge cluster and door panel trim also differentiate Boss from the standard Mustang, while a black pool-cue shifter ball and “Powered by Ford” door sill plates further remind customers they’re in a special car.

The Boss interior gets an aural kick thanks to what’s been removed. Eleven pounds of sound-deadening material have been eliminated to let occupants further enjoy the intake, engine and exhaust note.

“Boss is a hallowed word around here, and we couldn’t put that name on a new Mustang until we were sure everything was in place to make this car a worthy successor,” explains Pericak. “We were either going to do it right or not do it at all – no one on the team was going to let Boss become a sticker and wheel package.”

[Source: Ford]

Categories: Ford Tags:

Chevy vs Ford – Who can tow the most? Duramax vs Power Stroke!

October 5th, 2010 14 comments

Who’s up for a good ‘ol fashioned Motown Showdown? Chevy is ready… but Ford… hello? You guys there? Looks like Chevy challenged Ford to a tow showoff and Ford declined the challenge!

Ford is making headlines of their own, such as their new Ecoboost V6 Twin Turbo Torture Test, and were on a roll with their trucks until this little snag by Chevy took the spotlight away.

OK, let’s back up a bit here. Ford has released their new Power Stroke engine and were quick to announce how it produces more power and torque than Chevy’s Duramax. However, Chevy said that numbers on paper don’t mean much and that their truck can out-tow Ford and they want to prove it. The challenge was to get both trucks on a mountain road and tow an equal load up the hill. May the best truck win. Ford declined the challenge and everyone was bummed.

“We challenge our trucks against the competition in grueling prove-out tests continually, and the customer gives us the results — sales leadership year after year,” Ford Trucks spokeswoman Anne Marie Gattari said.

Chevy isn’t going to stop there. They decided to run their own test without Ford and prove their trucks are the best. They asked to oversee the competition and ensure fairness along with the guys from Diesel Power Magazine.

For reference sake, the 6.7L Power Stroke V8 has 400 horsepower and 800 pounds-feet of torque. The Chevy duramax has 6.6L and 397 horsepower and 765 pounds-feet of torque.

The final details are still coming together. Stay tuned in the coming weeks for more news about this challenge.

Who you you think will win?

Categories: Chevrolet, Ford Tags:

2011 Ford Mustang Roush 5XR

October 1st, 2010 No comments

Roush Performance has taken a 2011 Ford Mustang GT 5.0 and transformed it into a powerhouse with 525 horsepower and 465 ft lbs of torque. But you can’t have all of that extra power without some suspension and brake work so they have all new Roush performance shocks and springs and sway bars. To set the look apart from the base 2011 Ford Mustang, Roush fitted it with clean 20″ chrome wheels and Cooper RS3 tires. It has a new body kit that has full treatment and decals to make no mistake your Mustang is built by Roush.

Power comes from a spceial ROUSHcharger Supercharger and with some special Ford Mustang Parts we expect the 2011 Ford Mustang Roush 5XR to be able to deliver even more horsepower… the only down side? It will likely void the Roush warranty.

Jack Roush is a man who knows how to coax horsepower from an engine. ROUSH® has become an automotive powerhouse based on this simple premise, and he couldn’t wait to get his hands, and his engineering team, on the new Ford 5.0L engine. The end result, and the car fans of the ROUSH Mustang have been waiting for, is the 2011 ROUSH 5XR Mustang with “more power” under the hood thanks to the factory-installed ROUSHcharger.

Make no mistake, the 2011 ROUSH 5XR is a runner. With the R2300 ROUSHcharger installed the 2011 ROUSH 5XR Mustang will sport an “extreme” 525 horsepower under the hood, along with an “exciting” 465 lb.-ft. of torque. To keep the “exclusivity” high, there will be a maximum of just 150 units of the 2011 ROUSH 5XR Mustang built, each with a 3-year/36,000 mile warranty on the powertrain and ROUSH components. The 2011 ROUSH 5XR Mustang is available in a coupe or convertible, but only with a six-speed manual transmission.

“I’m always excited to get an opportunity to work on a new engine, and the Ford 5.0-liter is a great platform. It has 412 horsepower to begin with, but our group was able to coax out another 113 horsepower with the ROUSHcharger. The 2011 ROUSH 5XR runs fast, sounds great, and is another amazing addition to the ROUSH Mustang heritage,” said Jack Roush, motorsports legend and chairman of ROUSH Enterprises.

To handle the road, a ROUSH suspension kit has been installed to provide superior handling and ride control. This includes front struts, rear shocks and rear springs, front and rear stabilizer bars. The car rides on ROUSH 20-inch chrome rims with high-performance Cooper RS3 tires.

The installed ROUSH exhaust with square tips gives the 2011 ROUSH 5XR Mustang a deep, throaty sound worthy of a supercharged American V-8 muscle car. The aggressive ROUSH body kit changes the appearance of the car so people know that this is not just any Ford Mustang prowling the roads. The appearance upgrades include a ROUSH front fascia with driving lamps, front chin splitter, side rocker splitters, rear valance and three-piece decklid spoiler. A ROUSH upper billet grille streamlines the front of the vehicle and provides some additional cooling to the engine, and a unique 2011 ROUSH 5XR Mustang graphics package trims out the appearance of this limited edition vehicle. Badging unique to this vehicle can be found throughout the 2011 ROUSH 5XR Mustang.

One thing that makes this car different from previous ROUSH Mustangs is that the 2011 ROUSH 5XR Mustang will be sold only as a post-title vehicle. This means that the authorized ROUSH-Ford dealership must pre-sell the car to a customer or title the vehicle before the order can be placed in the ROUSH system. The 2011 ROUSH 5XR Mustang is not available for sale in California. Please contact your local ROUSH-authorized Ford dealer for more information, or visit to locate your nearest dealer.

A letter of authenticity, personally signed by Jack Roush, will be sent to each buyer of the 2011 ROUSH 5XR Mustang. The 2011 ROUSH 5XR package carries a suggested retail price of $15,390 in addition to the cost of the base Mustang chassis.

In addition to the rich collection of standard features, a variety of upgrade options are available for the 2011 ROUSH 5XR Mustang, including color-matched sport leather seats, big four-piston brakes with 14-inch slotted rotors, vent pod gauge, and a lower three-piece billet grille. For more information on the 2011 ROUSH 5XR Mustang, visit or call toll-free (800) 59-ROUSH.

Categories: Ford Tags:
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