I'm not "Bashing" anything...I'm trying to give people good advice

A lot of people ask me why I sometimes "bash" certain vehicles, even revered classics. I think the term "bashing" is a little harsh. I'm not "bashing" anything; I'm trying to give people good advice to help them avoid costly mistakes when buying or restoring a musclecar.  For example-I've said it many times because it's true. Fords do not have the easy parts interchangeability that GM and Chrysler stuff has. This is not a slam of Ford products; it's an irrefutable fact. You can take a 327 out of a '66 Impala and put it in a '78 Camaro and and not have to change a thing.  By contrast a 390 Ford out of a T-Bird has a different oil pan,a different water pump and different accessory brackets than a 390 out of Mustang, and they are both different than a 390 out of an F100 pickup! And god help you if your changing "families". A 289 / 302 has a different bellhousing bolt-pattern than a 351C does. Their both different than the "FE" engines-i.e. 352-390-427-428, and they are different than a 429 /460!!  So if you swapping a Ford engine, chances are your chasing a bunch of different parts, and you need a new transmission or bellhousing to boot!  A lot different from taking a 455 out of a '75 Grand Prix and literally bolting it into your 350 powered '69 LeMans!! That's all I'm saying. I'm not telling people to not do Ford projects. I'm just warning them that they are going to cost more and be more hassle than a Chevy or a Pontiac or a Mopar. Another thing I don't understand is I've been called out for saying a 351W is a better street engine than a Boss 302. That's because it is!!  The Boss 302 was designed for one thing-to win the SCCA Trans-Am championship. The engine was designed to make maximum power between 5,000 and 8,000 rpm. The engineers didn't care about anything below 5 or above 8. That's why they have a solid-lifter cam and ports and valves the size of a 427 Chevy!! There's a reason they were only available with a 4-speed and 3.90:1 or 4.30:1 gears. They have very little torque below 3,000 rpm. And a lot of people don't know it, but to keep people from running them 8 grand and blowing them up and having a lot of warranty claims on this expensive ( Ford lost money on every one ) one-off engine-Ford put a rev limiter on them that cut the ignition at 5,800 rpm. So yes, if your in the market for a '69 Mustang and your going to drive the car at all-the 351W has way more low-end torque and much easier drivability, and can be had with an automatic trans and A/C!!  What part of better STREET engine did people not grasp?  Ditto for the mighty Chrysler Hemi. I've been chewed out for saying that a 383 or a 440 is much better STREET engine. Again-that's because it's true. The 426 Hemi was designed to do one thing-go 200 mph at Daytona. Richard Petty and others had great success and dominated the big tracks in Nascar. Others like Sox&Martin had great success in drag racing. That's because it was designed as a racing engine. On the street, especially with restricted exhaust, an automatic and normal gearing like 3.23:1-they don't run that fast. Popular Hot Rodding said driving their '69 Hemi R/T Charger test car was like running with one flat tire. They couldn't break out of the 14s, and went through the traps in 2nd gear. They said it needed a 4-speed and 4.30:1 gears or at least some 4.10:s and a higher-stall converter to reach it's full potential. In the same issue a 440 GTX ran faster in the 1/4 than the Hemi Charger, as did a 428CJ Mustang, a 400 RAIII GTO, and a 396 Chevelle!!  The PHR writers are absolutely right. If you've got stiff gears and the right converter and free-flowing exhaust, yes a Hemi will kick ass. But in bone-stock trim-they often got beat in "Stoplight Gran Prix's" by "lesser" cars like 383 Road Runners, 400 GTOs, 396 Chevelles, etc. This is another irrefutable fact. Just like saying that Boss 429s don't run to their potential. They don't. The Boss-Nine was designed for one thing and one thing only. To beat the 426 Hemi in NASCAR races. Period. Stuffed into a Mustang with a very restrictive exhaust system, and a little 735 Holley carb, and having 3.50:1 gears-they weren't slow-but a "regular" 428 Mach 1 would blow it's doors off in a drag race. A 351C Mach 1 would run almost as fast, and have much better handling because they weren't so nose-heavy. The Boss 429s weren't the fearsome beasts you'd think they'd be. And here's the catch 22-with only 1359 ever built and pristine examples selling for $250,000 on up-no one is going to put headers and a Jon Kaase intake and an 1150 Dominator Holley and 4.30:1 gears in one and let it rip down the drag strip to the tune of low 11s like it should!!  I love Pontiacs. I loved my dad's Tri-Power 421 '65 2+2, I loved my '69 Judge, and I loved my '77 T/A. I loved my sisters '72 Gran Prix. Nothing feels better than punching it and riding that mountain of torque that a 400 or 455 posesses. However-Pontiacs are not high revvers. That big heavy crank, which is why they often go 200,000 miles on the street with out a rebuild-is a hindrance when racing. If your building a 455 I wouldn't run it over 5,700 rpm if you want it to last. A 400, you can get away with 5,800-6,200, but that's about it. When you've got 450+ lbs of torque from idle on up, you don't need to rev to 7 or 8 grand. That's the beauty of them. But their not high revvers. Ditto for a 400 or 455 Olds. It's not a bad thing, it's just a quirk of the way these engines were designed. As STREET engines, not racing engines. Oh yeah? You say-then how come a 427 or 454 Chevy can go 7,500 rpm reliably? Because-the Rat motor was designed as a racing engine!! Remember the 427 inch Daytona Mystery engine of 1963?  In 1961-62 Smokey Yunick and Fireball Roberts were the scourge of Nascar in their fire-breathing 421 Pontiacs. They won 22 races that year-a record that stood until Richard Petty won 27 in 1967-68. The old 409 Chevy and 406 Fords and 413 Mopars were blown away by the 421s. The Manufacturers weren't going to stand for that. Chrysler was already developing the Hemi for its debut in '64 or '65. Ford was developing the 427, and Chevy was developing a 427 of their own. That Daytona "Mystery" engine became the porcupine-head production "Rat" motor that debuted in 1965. So the legendary "Rat", like the Hemi and the Boss-Nine was designed to be a race engine and was adapted to street cars. Chevrolet just had better success making them streetable. I hope that clears a few things up. When I say something about a given car line, I'm not saying it maliciously, I'm just trying to save people time, money and frustration. Mastermind