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~50 k on the OEM 5 tire set, rotating every 7-10k. 80% blacktop, 20% shot rock roads, blown 6.2 with mostly reasonable driving. They were not on the wearbars but smoked for winter/ snow driving. Lost function in my IWE’s about the same time, no fun.

Corsa extreme.

Embrace the surge, comes with the package. No clue on your clank. You can flop over to manual shift to avoid the bone crushing up/down shifts.

opening the rear slider helps a bunch.

What grit? 60 or lower. I bought 2 new but held onto the old ones thinking I’d refinish. The top is thick. Looks like a pain to strip.

I’d recommend you do a search on here of independent wheel ends, IDE. Get your Google on, watch a little YouTube on ire’s. I’ve same vintage, similar drivability issues, it appears to be a pretty common thing with Fords. My particular issue was moisture getting into the tubes, gravity taking...

2012, whipple, daily driver since new, blower went on ~4 months after purchase. When driven apples to apples, on road, in a legal fashion I don’t think the fuel consumption is significantly different pre/post forced induction. If you drive it like you stole it, yes it burns significantly more...

I checked it a couple times in the few months before and years post whipple. It always seems to be pretty close, within tenths of a mile kind of close. I’d assumed the bigger injectors were unaccounted for in the math and and figured if I were towing long distances or spent longer times under...

Not same same but in a gen1 blown 6.2 pushing a smidge over 12 psi I’ve similar numbers. Closer to the gen 2 six banger than the dodge. After the addition of the whipple I can’t even imagine going back, even if the 6 is twin turbo. Waiting impatiently for the R.

What you’re describing sounds exactly like what my boosted gen 1 does with 89 octane under hard acceleration and is pre detonating…..

Ditto on what KOBRA2848 said. Corsa Extreme, I.e. no resonator. No drone. Sharp brap on cold start, quiet when you want it to be quiet, nothing but blower wine and good sounds when you want it loud. Beautiful stainless, quality product.

This may help with what to expect.

Hard to beat a gen1 screw, 6.2, with a whipple, that’s paid off.

it drips out the bottom section of the passenger side grab bar is why it’s hard to find.

this is not entirely true, trailer tow does not increase with truck length. fords ratings do not support that argument.

What trigger fish said! There’s a z06 in my garage because of the Sh%# show roll out of the new GT 350 back in the day. People will leave.

I’d be curious roughly how long did it take, a guesstimate on cost, any specialty tools needed, source for parts and such.

Push through!

Are any of the hoses around your BEVIS, and brake booster hose where it connects to the manifold at a sharp bend. I had a sorta kinda similar issue. I think the hoses were rigid enough when cold, but after the engine ( compartment) warmed up, they flexed enough to collapse under vacuum causing...

Solid maybe. I’m driving my first 2012. Drove it for about 6 months before adding the Whipple SC. The truck was adequately powered before the SC, but is a completely different truck with it, all for the better. The only complaints are my tune requires 91 octane (it’s no where to be found)...

When’s the last time you replaced spark plugs and do you have a scan tool to monitor misfires per bank. Additionally the individual coil pack gets a little corroded after a couple 6-8 years and can raise some havoc. Probably not your shifting issue but certainly sounds like your stall issue.

Ford made a block designated FE. Nothing to do with the composition of the block. Fe iron versus aluminum. Maybe a misunderstanding?

52 driving a 2012 that I think I paid 62k for. I know it was less than a loaded out F150 at the time.

2012 - stock screw less whipple ~7000 lbs on the scale.

24.5” eye to eye On rear, 2012 screw, stock suspension