It’s a fact that the biggest killer of automatic transmissions is excessive heat, so while a pyrometer should be priority number one for trucks that tow, transmission temperature monitoring should be a close second. For performance-oriented or race-ready diesels, running a transmission temperature gauge is of utmost importance. In racing applications, most transmission heat is generated on the starting line while trying to build boost (i.e. being up against the converter) and during shifts (when some slippage occurs). In towing situations, extreme heat can be generated in lower transmission gears (before converter lockup occurs), at low vehicle speeds with the converter unlocked and/or as you climb a steep grade.

It is also expanding distribution networks and is sharing technology to promote goodwill among Chinese leaders, Toyota sources have said.

The Cadillac Escalade is one of the only trucks that the wheels will actually unbolt themselves from, in search of more reliable pastures! Laugh now; it’s usually less hilarious when the engine dies, in the middle of the freeway, and you’re left with a 5,600lb soapbox racer.

Have had this same issue with a BMW. I can confirm 2 things work: The occasional “Italian Tune-up” and walnut shell blasting of the intake valves and ports. Intake cleaners, fuel treatments, etc., don’t work.

My wife purchased a 2014 plate Range Rover Evoque Dynamic from a dealer in Kings Lynn on 4th November 2018. Purchase price £21,999, plus £665  2-Year Vehicle Warranty with Auto Protect. MoT pass 27/09/18. 66,636 miles. Previous service by Guy Salmon Land Rover Portsmouth at 64,586 miles on 23/03/18. The following week, after purchasing and collecting car from Kings Lynn and driving home to Scotland, my wife raised two issues with the dealer: The parking sensors did not work, and the car did not ride well, with the rear making loud thudding noises when driving over the smallest minor bumps in the road. The dealer referred my wife to Pentland Land Rover in Cupar, Fife, our nearest Land Rover dealership. Pentland informed my wife that they had fixed the parking sensors and two of their technicians had checked the ride and it was normal for the Dynamic model. My wife was disappointed with this assessment and thought it very odd for such a well renowned make of car. My wife continued to drive the car. The parking sensors had not been fixed and the ride continued to be horrendous, with all her passengers saying so and myself, who drives the car infrequently, saying the ride was shocking. My wife followed up with the supplier to ask for help on how to get the issue fixed and received no support, only referring to the warranty my wife took out. My wife was able to take the car to an independent local garage that we use for our other cars to get an independent assessment. She was advised that the nearside rear damper had failed totally and the offside rear damper was in poor repair. Both dampers need to be replaced. With Pentland stating there is nothing wrong with the car and the supplier doing nothing except tell my wife to check what the warranty covers, what is her legal position, having notified the supplier of the fault within a few days of purchasing the car and it is clear that the car needs two dampers replaced at a cost of £420 each plus labour? Today the car is back at the local garage as the warranty company Auto Protect says it needs photographic evidence of the dampers  before it will make any decision. Whether or not Auto Protect covers the cost should the supplier not be responsible for replacing the dampers and for fixing the parking sensors?

On the dyno, Prestige’s 482 cubic-inch beast pounded out 665.6 horsepower at 6,500 rpm and 573.3 ft-lbs of torque at 5,200 rpm. That’s nearly double the 345 hp of the original high-performance 428 FE Cobra Jet. Best of all, the fuel-injected FE made well over 500 ft-lbs of torque when the pull began at 3,500 rpm and never dropped below that when Prestige finally pulled back on the throttle on the self-imposed redline of 6,700 rpm.

Engines have turned into carbon cokers and oil burners, and that’s our new normal when shopping for a new ride: Honda’s Earth Dreams are no different?

The 2018 Coyote engine’s biggest differences (from a performance perspective) are the addition of direct injection with supplemental port injection and increasing the compression ratio from 11:1 to 12:1. Some car manufacturers that use supplemental port injection will spray the DI and port injectors together at low rpm, whereas the Gen 3 Coyote relies solely on the port injection at low loads, then adds in the direct injection as engine speed increases.

That’s my general impression of most newer Hondas I’ve been in, from 2016 Civics, to the ’11-’16 Odysseys my wife and I just couldn’t stomach the styling (inside or out) or materials of. The leather quality is notably better than the very cheap utilitarian stuff on our Chrysler van, but aside from that I vastly prefer our interior design and materials.

This is my car. I will add that the second repair would have been over 2 grand if Honda of America had not helped out. So that’s nearly $3500 in repairs in less than a month on a car still under powertrain warranty. Bottom line, there is no fuel spray on the valves so carbon builds up, then breaks off and sticks to the pistons. I will start revving it higher per Sajeev’s advice and see what happens. Still inclined to dump it and worried the 2017 civic EX-T we bought will suffer the same fate.

Foam handlebar brace cover:This one is for the Interceptor. The foam handlebar brace cover is more of a cosmetic add-on than a functional one. It does a good job, though, of covering the spindly looking handlebar brace.

The Holden was offered with a five-speed manual gearbox but the majority of buyers went for the optional six-speed automatic.