Is the Passport going to steal sales from the Pilot? Will we see more cash on the hood of Pilots in the near future? I see that January 2019 Pilot sales were down 26% from January 2018.

Every checkpoint requires the same legwork to get in. The generator must be refuelled, and the power must be restored to unlock the electronic doors. At each NERO checkpoint you’ll be able to find fuel cannisters which you can use to top up the generator. Sometimes you’ll have to find a fuse as well, either by searching the local area or by following tracks and clues.

At first glance, you will notice the Stanadyne Performance Formula has a long, thin bottle neck specially adapted to make it easier to pour the additive into the fuel tank. That means you don’t need a separate funnel to get the job done. It gets even better—this product can be used on any diesel engine. No wonder it is approved by popular diesel engine manufacturers such as Navistar, General Motors, Ford, and John Deere.

The M-6007-M50C 2018 Coyote crate engine ($8,499.99, street price, new) is the exact motor found in any 2018-up Mustang GT. The methodology behind our testing was to follow the process in which an engine is normally modified. Here, we started with the 100-percent stock engine, down to the air box and catalytic converters. We will then add a JLT cold air intake on 91 octane, and later optimize for E85 fuel.

The oxygen sensor’s probe is typically screwed into a threaded hole in the manifold. With older vehicles, the location of this threaded hole is upstream from the catalytic converter. Newer vehicles that meet U.S. regulations have a sensor before and after the catalytic converter.

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Some 6.2 liter engines have also added a “catch can” that drains into the crankcase. Plenty of high quality kits to retrofit your car if you want to. I considered it but heard about the cases of engine warranty claims being denied. So far, no issues – at all.

On The DynoStrapping down the 2018 Coyote on Westech’s engine dyno was no different than any other Coyote we’ve tested. Our engine fired up instantly and we could tell immediately that the Gen 3 is a much smoother running engine than earlier Gen-1 and -2 designs, thanks to charge-motion control valves built into the intake manifold. After a break-in cycle, we went WOT with the bone-stock calibration. This resulted in an astonishing 496.8 horsepower and 427.4 lb-ft of torque. That’s about 60 more horsepower than we see from previous-generation Coyotes. A big portion of that gain is the incrementally superior design of the 2018-up intake manifold, which we’ll cover at a later date. In any event, this third version of Ford’s Coyote reactor core offers impressive power on par with competitive offerings from Mopar (the 392ci Hemi crate at 485 hp for around $8,400) and Chevrolet Performance (the 6.2L small-block LT1 with 460 hp for around $7,800).

Current Honda Warranty issues, as seen by someone who pays close attention to warranty work at a mid-sized dealership:

The Accord also adds an air temperature sensor on the inlet pipe side which is not present on the Type R. This sensor measure the temperature of air after it has exited the intercooler which can allow for a more granular tune for fuel economy. The Type R appears to use a combination sensor that measures flow and temperature on the turbo inlet side which is common on many turbocharged cars.

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In this situation, draining and flushing the tank and lines is best. If this isn’t practical because you’re in the middle of nowhere, periodically check and drain the water trap and renew the fuel filter.