He’s president of the Toronto-based company that builds the all-electric ZENN Car (Zero Emissions No Noise) but he’s not focusing on making many more of the little low-speed runabouts.

Says Ian Clifford: “This is nothing to do with building cars, it’s all about energy storage.”

There are about 500 ZENNs on the road in the 40 U.S. states where-low speed cars are legal. It’s a little French-built micro-car that ZENN outfits with an electric motor and enough lead acid batteries to run it about 60 kilometres (in warm weather) on an eight-hour charge.

That’s useful enough for buzzing around in local neighbourhoods but it’s not the disruptive technology Clifford is seeking.

He has now bet the farm on a unique energy storage device from a company in Texas. The company is EEStor and the device is an ultra capacitor that, on a five-minute charge, can supposedly hold 52 kilowatt-hours in a 136-kg unit. That would be enough power to drive an electric car about 400 kilometres. It would also be enough to send most gasoline engines to the scrap heap.

The only problem: No one has ever seen this thing.

Vaughan: Ian, you’ve come a long way from when I first met you and you were stuffing an electric motor and a ton of batteries in an old Renault Dauphine, which I think you called the Feel Good Car.

Clifford: Oh, I’ve learned a lot.

With ZENN, we’ve sold 500 electric cars, which makes us one of the largest electric car companies in the world if you put it in that context.

But it’s a drop in the bucket — there are 250 million cars in the United States.

We have revenue, we make profit on the cars we sell, but we are totally in investment mode. It’s all focused heavily on EEStor’s technology.

You need a better battery.

Electric cars in huge numbers are do-able with the right battery technology.

This is nothing to do with building cars; it’s all about energy storage.

Isn’t the answer with the battery companies doing lithium-ion or lithium-polymer?

They don’t have a clue four years out what’s going to happen to their batteries. They really don’t.

You know what’s going to happen in a cellphone, but 50 kilowatt-hours of energy storage in a car — forget it, they don’t have a clue.

Even with some of the established lithium battery companies — they don’t know how to price their technology because of all the uncertainty in the technology.

They’re setting up massive government-backed trust funds to settle warranty claims on the batteries because they don’t know how they’ll behave.

So you’re going a different way.

Back in 2002, we started looking at battery technologies seriously and that’s when we met EEStor, which was developing ultra-capacitor technology.

People had taken runs at ultra capacitors, but typically the problem they hadn’t been able to get over was the voltage limitations. EEStor has developed new materials that get over it.

The only capacitor that I can think of is in a flash camera.

A flash camera has a battery that dumps power into a capacitor.

Capacitors in their current form are really great at taking power very quickly and discharging it very quickly. They’re not good at storing it; they lose the power very, very quickly.

Capacitors have been around for a long time and they’re a buffer technology — in the case of flash photography, they’re in between the flash tube and the plug in the wall.

They’re able to hold a whole bunch of power and displace it really, really quickly and recharge really, really quickly.

They have not typically been able to store large amounts of energy for a long period of time and that’s what EEStor is doing.

Can you show me one of these or show an investor one of these even if it doesn’t power a car but maybe an electric can opener?

No. Because of the way our agreement is structured with EEStor, it’s all milestone-based and the next milestone is a chemical milestone with third-party verification of the science.

The following milestone is delivery of a production prototype unit for a car and that’s late next year.

Who is EEStor anyway? I couldn’t find much about them.

The guys who have developed this technology come from hard-disk manufacturing.

If you think of a hard drive 10 years ago — think about a one-gigabyte hard drive 10 years ago — it was [huge] and it spun up like a jet. In my BlackBerry now, I’ve got 16 gigabytes of information storage.

They’re basically taking the best of battery technology and the best of capacitor technology to mash it into a solid-state energy storage device that doesn’t have any of the limitations of a chemical battery.

You found them in 2002 and you still can’t show me an example of what they do. Are they years late?

They’re not years late.

Everyone keeps saying that. But they developed the technology about 12 years ago — that’s when they did the patent work and the lab work. But they didn’t have a facility until 2006.

Now, in Austin, Texas, they have a state-of-the-art production facility that’s ready to deliver production units in 2009.

They’ve gone from a standing start to production in a three-year period. It’s pretty extraordinary.

They sure keep a low profile.

Lockheed Martin is involved, Kleiner Perkins (venture capital behind Google) is involved. They’ve got heavy hitters in this thing and they’re total stealth.

It’s not a scam because they’re not raising money and they’re not talking to anybody.

We have a unique relationship with them because I got it at the angel-investor level. If I’d met them after Kleiner, we wouldn’t be having this conversation.

Your deal is what?

ZENN invested $2.5-million (U.S.) in 2007 for an equity position of 3.8 per cent of EEStor plus options.

And we have a $2.5-million technology agreement that we inked back in 2004 and we’re halfway through the milestones on that.

It gives us an exclusive licence to use their technology in compact and subcompact cars.

But we don’t want to be in the car-building business. We’ve used the Intel model — our idea is that our drive system becomes kind of ubiquitous. The Intel inside of the car.

You’re more excited than even in the Feel Good days.

This kind of energy storage changes how we consider energy, period.

It displaces fossil fuel entirely. It’s not just about cars; it’s about energy. It’s for new cars and it’s for existing cars.

There are 800 million cars that are already on the planet — we can retrofit them, too.

– Ford invests $55 million to retool and reopen Cleveland Engine No. 1; 250 jobs have been added to the plant to produce the new engines

– EcoBoost uses gasoline turbocharged direct-injection technology for up to 20 percent better fuel economy, 15 percent fewer CO2 emissions and superior driving performance versus larger displacement engines

– EcoBoost will first be available this summer on the 2010 Lincoln MKS, Lincoln MKT, Ford Taurus SHO and Ford Flex, expanding availability to 90 percent of Ford’s nameplates by 201

CLEVELAND, May 19 /PRNewswire-FirstCall/ — Ford Motor Company (NYSE: F) today marked the start of production of its advanced fuel-efficient EcoBoost engines at Cleveland Engine Plant No. 1 – a key step in Ford’s plan to deliver leading fuel economy across millions of vehicles.

Ford invested $55 million to retool and reopen the plant, which had been idled in 2007. Approximately 250 employees are returning to the plant to build the new engines.

EcoBoost technology combines turbocharging and direct gasoline injection to deliver up to 20 percent improved fuel economy, 15 percent fewer CO2 emissions and superior driving performance compared with larger displacement engines. The “downsize and boost” strategy provides consumers better fuel economy without sacrificing the power they want for driving performance.

“This launch of the first EcoBoost engine is a significant milestone in Ford’s overall commitment to deliver affordable fuel efficiency for millions,” said Barb Samardzich, vice president, Global Powertrain Engineering. “We’ve spent the past two years developing EcoBoost technology and now our customers will finally have the opportunity to experience what this engine delivers, the power of a V-8 with the fuel economy of a V-6.”

About EcoBoost

The 3.5-liter EcoBoost V-6 engine, the first V-6 direct-injection twin-turbocharged engine produced in North America, will make its debut in the 2010 Lincoln MKS, Lincoln MKT, Ford Taurus SHO and Ford Flex this summer. A V-6 EcoBoost engine will be available for the F-150 in 2010.

Ford will deliver EcoBoost across the full range of its product portfolio, from small cars to large trucks and by 2013, will offer EcoBoost engines, V-6s and I-4s, on 90 percent of its North American nameplates. Within three years, Ford expects to deliver 750,000 EcoBoost-equipped vehicles per year in North America and 1.3 million vehicles globally.

The 3.5-liter EcoBoost V-6 engine delivers 355 horsepower and a responsive 350 ft.-lb. of torque across a broad RPM range.

New Life for Historic Plant

Cleveland Engine Plant No. 1 opened in 1951 as Ford’s first engine plant in Ohio. Since then it has produced more than 35 million engines, including 24.3 million engines in the famous 302 and 5.0-liter V-8 family. In 2004, Ford invested $350 million into the plant for redesign and installation of an all-new assembly line as well as block, crankshaft and cylinder head machining lines.

Cleveland Engine Plant No. 1 has been outfitted with a flexible powertrain manufacturing system that can be easily reprogrammed to perform new tasks with minimal disruption to production.

“The ability to reprogram on the fly is a key feature of this new manufacturing system,” said Charles Binger, Cleveland site manager. “We don’t have to shut down an entire plant in order to make major changes to the line, helping to speed up modifications and keep downtime to a minimum.”

Plant upgrades also included a special turbocharger installation and test line. After the turbos are added, each EcoBoost engine is turned on speeds between 60-600 RPM using an electric motor to simulate running conditions. Unique to the Cleveland site, this “cold test” checks for proper buildup of pressure on the turbo output side before the engine ever leaves the factory.

To ensure quality is built into the engine from the outset, Ford developed a new, internal database for its operations. Each engine will be built with a sophisticated, embedded engine “birth history” that allows plant engineers to track every stage of production.

The engine history, maintained in a microchip database, includes hundreds of metrics and allows engineers to trace the precise path taken by any part so any quality control issue can be traced back to its source.

Extensive Employee Training

To prepare for production of the EcoBoost engine, Cleveland Engine Plant No. 1 work force participated in intensive quality training. Along with learning basic manufacturing operations, employees also learned to manage their own equipment and work area through “manufacturing work teams” at the facility.

“Training workers to do their jobs is one thing,” said Kevin Heck, Cleveland Engine No. 1 manufacturing manager. “But we’ve gone beyond that by giving team members significant responsibility for their output. It’s up to the hourly team members to produce a high-quality engine, and we’ve empowered them to make that happen.”

“We’re proud of the efforts we’ve made to improve quality,” said Mike Gammella, president, UAW Local 1250. “We have an outstanding work force at the Cleveland site, working together to ensure we’re not just competitive, but the best in the industry.”

Production Innovations through Supplier Collaboration

The twin-turbocharged 3.5-liter EcoBoost V-6 engine’s enhanced fuel-charging system can deliver as much as 2,150 PSI of fuel pressure – more than 35 times the pressure seen in a conventional port-fuel-injected V-6. Ford worked in tandem with Bosch, the fuel system supplier, to ensure that manufacturing and assembly was prepared for the demands of the advanced design.

“The EcoBoost line has a fully automated fuel-charging assembly and rundown station,” said Joseph Basmaji, Ford direct injection fuel system technical specialist. “It’s a new technology in manufacturing that’s only been made possible by close collaboration between Ford and our suppliers.”

Ford of Europe’s model range will have an all-new addition early in 2009 – The Ford Kuga. A preview model of the production vehicle will be presented to the press and public at the 2008 IAA Frankfurt Motor Show, which opens on September 13.

Ford’s European Design team has applied its exciting ‘kinetic design’ form language to introduce a compact and distinctive new 4×4 crossover to the Ford portfolio.

“We recognised that image-conscious customers for this kind of vehicle want a very individual car in which impressive on-road capability blends seamlessly with substantial off-road ability,” said Martin Smith, Executive Design Director for Ford of Europe.

“Kuga will stand out from the crowd by offering the visual excitement of ‘kinetic design’ and the on-road driving quality that customers of cars like the Ford Focus, the S-MAX and the new Mondeo have come to expect from us,” added Smith.

The Ford design team is also releasing its first official styling sketch of the new model.

“Kuga is adventurous and distinctive, and we wanted to highlight this in our first official image,” Stefan Lamm, Ford’s Chief Designer for Exteriors, commented. “We believe that there is a role for a more athletic and charismatic vehicle that marks a departure from the norm, in the same way that the award-winning Ford S-MAX carved out new territory for an MPV.”

The all-new Ford Kuga will go into production early in 2009 at Ford’s Saarlouis plant in Germany. It will be launched across Europe from Spring 2009.

Ford has announced a new special-edition Focus exclusive to the Spanish market called the WRC-S. Despite the fancy name, it’s mechanically identical to the existing Focus 2.0 TDCi. The 136-horsepower WRC-S is limited to 666 units, each of which sports the Focus ST’s bodywork, is painted white, and wears the graphics package you see above, combining a checkered-flag motif, the WRC logo, and each car’s serial number. 10-spoke 18″ wheels round out the external features.

Hot hatches and rally cars: two European trends that are only starting to catch on in America, Ford’s home market. But that doesn’t stop the blue oval from campaigning fiercely in both arenas. The latest point where the two intersect is here, with the Ford Focus ST WRC Edition.

Not to be confused with the 136-hp TDi-powered Focus WRC-S shown last month at the Barcelona show, the ST WRC Edition (as you might well have guessed) starts with the already red-hot European Focus ST and upgrades from there. It’s motivated by a 2.5-liter turbocharged Duratec inline-5 mated to a six-speed and coupled with an Eibach suspension kit that drops the ride height by 15mm.

The WRC Edition, available only in white and decked out in special stripes and decals, also gets a full body kit with a front splitter, side skirts and rear diffuser, plus chrome-tipped exhaust and monster 20″ powder-white OZ racing rims. Inside, the black seats are trimmed with Alcantara and feature white piping and contrast stitching. Bluetooth, dual-zone climate control, and a leather-wrapped wheel are also standard, and each car is signed by BP-Ford World Rally Team driver Marcus Grönholm, which certainly adds some interest and collector’s appeal to what is otherwise an appearance package. ]]> http://www.pierrefordblogs.com/index.php/2009/05/ford-focus-st-wrc-2/feed/ 0 http://www.pierrefordblogs.com/index.php/2009/04/2004-2008-ford-f150-eleventh-generation/ http://www.pierrefordblogs.com/index.php/2009/04/2004-2008-ford-f150-eleventh-generation/#comments Sat, 25 Apr 2009 18:22:49 +0000 Kyle Sorenson http://www.pierrefordblogs.com/?p=844

The 2004 Ford F150 received another minor facelift.  A larger grille  helped to cool the two F150 Triton engine options; a 4.6L V8 making 231 horsepower and a new 3-Valve 5.4L V8 making an impressive 300 horsepower.  These engines were only available with an automatic transmission, and F150 4×4 models were available in all configurations.  There were 4.2L V6 F150 models available in 2004, but only in limited numbers and only as a fleet purchase.  A 2004 F150 buyer could pick from either a short or long bed, mated to a regular cab, super cab, crew cab, or super crew.  Like the first year of the previous generation, the 2004 F150 met rave reviews, being named the North American Truck of the Year and Motor Trend’s Truck of the Year.

2005 was not a year of big changes, but the 4.2L V6 F150s became available on a non-fleet basis, and V6 F150 buyers could select a 5-speed manual transmission.  The only notable update during 2006 or 2007 was the addition of the 2007 FX2 trimline, which was a 2 wheel drive version of the FX4.  There were no major changes to the 2008 F150, but Consumer Reports did name the 4.2L V6 powered F150s the most reliable trucks ever offered in the US.

Regardless of the type chosen for your Ford, tonneau covers offering varying levels of security. Most hard tonneau covers offer some form of locking capacity, making it almost impossible to access the contents of the bed, but even a soft tonneau eliminates a thief’s ability to quickly grab anything in the bed of your truck. As the old adage goes, “Out of sight, out of mind”, and any type of truck tonneau cover shields your belongings from the world. Along with keeping the contents of the bed safe from theft, but many tonneau covers are designed to prevent rain or snow from making their way into the bed, and while no tonneau claims to be 100% water tight, most modern tonneau covers do a great job of keeping the contents of your bed dry in even the worst weather.

Tonneau covers add style to every truck, even if you don’t haul anything in your bed that you worry about having stolen or getting rained on,. The soft tonneau, typically in black vinyl is a lower price alternative and this tonneau comes in a variety of styles, such as the Extang Trifecta tonneau or the more traditional Truxedo Roll-up tonneau. The hard tonneau covers, typically made of fiberglass, offer the ability to paint them to match the vehicle. Models like the Lund Genesis Hinged Tonneau give the truck a cleaner, colorful look and the hinged design serves as an easy access tonneau cover.

Adding a tonneau makes the vehicle more aerodynamic, allowing for better fuel economy. There has long been a debate over what was the most aerodynamic bed option: open tailgate, closed tailgate, or tonneau cover. Wind tunnel testing has proven that it is better to have your tailgate up, but for best results, a soft or hard tonneau cover helps to battle the air turbulence created by the angle of the cab to the bed.
There are many different adaptations to the basic styles of tonneau covers from the many companies that specialize in tonneau covers. Offering different levels of security and style, a tonneau cover makes your bed safer and more useful for hauling.

Soft tonneau covers typically consist of a framework and a top covering or tarp.  Made from leather or vinyl, the tarp portion of the soft tonneau cover pulled over an aluminum framework.  The aluminum framework of the tonneau is fixed to the bedside and tailgate and the tarp fastens down with snaps or slide rails.  Some soft tonneau covers are relatively flat across the bed, such as the Truxedo Truxport, while others use frame bows to give the center of the tonneau an arc, such as the Extang Black Max Tonneau, helping to channel away water and snow.  Soft tonneau covers are generally the least expensive, but they also provide the least amount of security, as many of them are unable to be locked.  Also, due to the material used, soft tonneau covers are more likely to show wear and tear than are hard tonneau covers.  Some companies have taken the look of the soft tonneau and applied that to a folding framework, allowing for the versatility and access abilities of a retractable tonneau with less cost.  There are also smaller soft tonneau covers made to work with bed mounted tool boxes.

Hard tonneau covers are usually made of fiberglass, and cover the entire bed in one large sheet or a series of folding panels.  Models such as the Extang Solid Fold Tonneau offer easier access than a one piece tonneau, but one piece units like the Gaylord TL Series Tonneau give the truck a far cleaner look.  Along with the ability to lock, hard tonneau covers often cater to painting to match the truck, and the fiberglass holds up to the elements better than do the soft tonneau covers.  The downside is the price and the weight, as the hard covers often cost quite a bit more than the soft covers, and the construction adds a great deal more weight, both in the tonneau itself as well as the hinge and strut system used to support the tonneau in its “open” position.

Retractable tonneau covers are the most advanced, and often the most expensive.  These vary in construction materials, with the cover itself being made of a hinged system of panels riding in a bed-mounted track system.  The cover ‘rolls’ into a spool of sorts mounted in the front of the bed.  Many of these types allow you to not only lock the tonneau closed, but also at intervals to allow for different amounts of the bed to be left open for hauling taller items.  For the truck owner who needs security and storage, models like the Truck Covers USA American Work Tonneau integrate the retractable cover design into a truck tool box for maximum security and storage.

Representing the marquee Outlaw 10.5W class is former Super Street Outlaw racer AJ Powell. Powell raced in the true 10.5 SSO class for several years and stepped up over the winter when he bought a former Dave Hance chassis. AJ was a contender in the points down to the last race last year, and if not for a couple of bad breaks, he could have been the champ.

Another racer on the move is Chris Tuten. Tuten has been a dedicated NMRA for many years now and is a multi class champion. Last year, Chris started off in the Drag Radial class and changed his combination and moved up to SSO, quickly becoming competitive despite the fact that he’s on a “stock” suspension in a class dominated by ladder bar setups. Chris will run his first full season in SSO this year.

Speaking of Drag Radial, Jason Lee has raced his car in many classes over the last few years, with the main focus on NMRA Drag Radial. Always a crowd favorite for his bumper-dragging launches, Jason rebuilt the car after a wreck last season and is the smart-money bet to win this year’s championship.

Ben Mens first got involved in the all-motor Hot Street class a few years ago, building customer engines for Roush. After getting some seat time in a borrowed car two seasons ago, Mens took the plunge and put together a new car last year, which he’ll be campaigning again this season against a number of other racers running engines he built.

Our final participant is Factory Stock racer Jay Dold, out of the Modular Depot camp. Carrying the number four on his windshield this season, Dold competes in what has been called the NMRA’s “entry level” heads-up class, but there’s nothing entry level about the effort and skill required to coax low eleven-second passes from very limited naturally-aspirated engines and spec drag radial tires.

Let’s dive in and see what our Fast Five have to say…

AJ Powell is stepping up this year to Outlaw 10.5W in a chassis formerly campaigned by David Hance.

StangTV: Lots got changed during the off season –how have the new rules affected your class?

A. Powell: I don’t think there were a lot of rule changes [in Outlaw 10.5W], however stepping up to a new class will be difficult for us, trying to figure out a new tune-up and getting a new driving style!

C. Tuten: The supercharged cars were downsized 16mm but allowed a gear-drive. It was an effort to slow them down some, but it may not have worked.

J. Lee: I believe the changes have brought the power-adders closer together from a power perspective. The Mod motor power is still sick! They need to weigh about 3,700 pounds… (laughs)

B. Mens: The only rules change has been a weight reduction on stick shift transmissions and an allowance for a 420 cubic inch combination and a Pro Flite automatic transmission. Unfortunately, none showed at the Bradenton opener so it is undecided if they affected the class.

J. Dold: I believe that the rules have allowed the Factory Stock class to speed up some from last year. As it affects me, they allowed the 4V combinations to use long tube headers at the start of the 09’ season, which enabled me to pick up a little on the ET and MPH.

Chris Tuten switched from Drag Radial to Super Street Outlaw last year, and never looked back, immediately showing he could be competitive right out of the gate

StangTV: How many racers do you expect to be in your class this year?

A. Powell: I hope there is a solid 10-14 at all the races. Some places will have more and some will have less.

C. Tuten: I would love to see 16-plus fields, but with the economy you just don’t know. Fuel prices are down and I know that it was cheaper for us to go to the first race. Hopefully that will offset the economy and people will come out and race.

J. Lee: By mid season, at least 15-18.

B. Mens: I would like to see full fields of 16 cars. But with the economy like it is and the uncertainty it brings, it may be keeping people from traveling too far from home base. And I might add that a heads-up naturally aspirated class tends to take a lot of time and dollars to sort out.

J. Dold: We only had 8 racers show up to the season opener in Bradenton. From what I’ve read on the forums and from talking to other racers, we should have a solid 10 or more racers at most of the remaining events.

Jason “Whee” Lee is renowned both for standing his Drag Radial Fox on the bumper and having one of the quickest blower cars the class has ever seen

StangTV: What is your opinion on the new points system?

A. Powell: I’ll let you know after the season is over. When we ran SSO, the championship [last season] was decided at BG and it was a battle all year long. With a little better luck the outcome would have been a little different.

C. Tuten: Not sure, but my first impression is that I don’t like it. All racers stumble at some point during the year. If you stumble at the end of the year it will really hurt and make it look as if you haven’t done well all year. That could really hurt you in sponsors’ eyes.

J. Lee: I do not really like it; we do not have enough races to use this system. We will see how if works.

B. Mens: I am still undecided and trying to be open-minded about it. I did think that a 7 race series was kind of a chase right from the start, though.

J. Dold: I don’t care for it. I know the idea was to have a NASCAR style points chase to increase interest and allow more racers a chance for the ring. The problem I see with it is that three races aren’t enough, in my opinion, to let the cream come to the top. If a racer dominates the first four races and has mechanical problems in one of the last three races, he very well may not win the championship even though he had the best car.

Ben Mens went from building killer naturally-aspirated Hot Street motors to racing in the class himself, often lining up against his own customers in the other lane

StangTV: Has the economy had an impact in your racing program?

A. Powell: I know it doesn’t look like it, but we are a very low budget operation. I can’t afford to hurt parts and I hope work stays busy, because if it doesn’t we won’t be racing! I do have responsibilities to my sponsors and will always try to fill my obligations, but if you can’t afford the travel you can’t go.

C. Tuten: Yes, but not to the point that we can’t race. It really has made me cut out a lot of testing.

J. Lee: Big Time! I just lost my daily job yesterday. Part Time Performance has now become Full Time!

B. Mens: Yes, but I am not the kind of person to let my investment just sit and become obsolete without use. I think a lot of people have decided that if things are going to be tough, they are still going to do the one thing they want to, as long as they are able. Based upon the season opener, I think racer and fan turnout backs up my opinion.

J. Dold: Not as much as other racers. I was laid off from my job on December 10th of 2008 and it took until two weeks before Bradenton to get a new job. I thankfully was able to scrape the money together to pay for the freshen-up on the motor and the new long tube headers. If I hadn’t found my new job, there was a good chance I would have had to run a somewhat limited schedule.

As the name implies, Factory Stock is the closest NMRA class to what you could drive off the showroom floor, but Jay Dold will tell you that it’s also one of the most competitive classes in the series

StangTV: What changes did you make to be competitive and to keep up with the rules?

A. Powell: We started on the new car about the second week in January and got it done in time for Bradenton. It’s really funny, but we are one of the few with Procharger power and if things work out the way I want them we will be very competitive.

C. Tuten: I tested several different things in the engine and have worked to get the engine bearings to live longer. We also got 75 pounds off the car to get us down to the minimum weight.

J. Lee: I added the gear drive to take full advantage of the existing rules.

B. Mens: Just worked on making the car’s balance better. That, along with a complete rewiring after the repair from last year’s incident. Oh, and making more horsepower.

J. Dold: The first thing we did was to take about 85 more pounds out of the car and place it in the rear where it was desperately needed. This, no doubt, was the most difficult thing we did in the off season. Secondly, we fixed several problems with the car that were surely slowing us down last year. Thirdly, the motor went to BES for a long-overdue freshening up. Lastly, we purchased the new long tube headers (installing those babies was a real treat) and somehow managed to squeeze them into the engine compartment with everything else.

StangTV: What ET and MPH do you think it will take to be competitive?

A. Powell: I think that we will see some high 6.60’s, but if we can go low 6.80’s I think that could work. Now the MPH is a different story. When you have guys like Murillo and Scarry that will go 220-plus, that thing will freight train, but hopefully I will out-ET them up front and go around 208.

C. Tuten: 7.50’s if the rule changes would have worked out.

J. Lee: 8.0’s at mid 170’s

B. Mens: Consistent 8.70’s throughout the summer should get it done. Obviously, 8.60’s in the good air conditions like Bradenton, Atco and Bowling Green and maybe you could see an 8.5 pass.

J. Dold: With the current rules in Factory Stock and the dedication many of the racers put into their programs, I think you’re going to need 11.00’s to low 11-teens with 120+ MPH to be at the top of the field.

StangTV: Do you see the ET and MPH changing much by the season finale at Bowling Green?

A. Powell: Yes, some races will be very fast like they always are and some will be slower, and it all depends on air and track condition.

C. Tuten: Unless the rules change, yes. John [Urist] certainly has his stuff figured out and he is showing that the [Procharger F-3R] 123mm blower may have complimented his engine combo. No fault on his part, it just depends on what ET range the NMRA wants us in.

J. Lee: It depends if the Mod motor turbo cars get it figured out. They have 7.80 power under the current rules. Those things are sick!

B. Mens: The 8.63 that Robbie Blankenship ran at Bradenton was pretty stout for those conditions; you may see that lowered at Atco. Again, maybe an 8.5 at Atco or Bowling Green.

J. Dold: Considering that the Atco race is probably going to see new records in every class in both ET and MPH, I would say no.

StangTV: Who is the biggest competition in your class?

A. Powell: Everyone – they are all capable of running fast and every round will be a dogfight!

C. Tuten: Until you beat the man through the course of a year then you would definitely have to say Urist.

J. Lee: Everybody – This BFG tire totally equalizes the class, anybody can win at any given time. Oh ya – [John] Kolivas, when he comes back!

B. Mens: Anyone who makes the effort to show up and race is capable. You know what they say; “you can’t win if you don’t buy a ticket”. Right now though I would say Robbie Blankenship has the hot hand and seems to have his program in order.

J. Dold: Right now you have to say that Tommy Godfrey is the number one gun in FS. He came out of the chute running 1.55 60-foot times with 11 teens and big MPH. That said, John Leslie, Jr. is always on top of his game and you can always expect good things from him.

StangTV: What is the worst/most difficult rule in your class to overcome?

A. Powell: My opinion is that single turbo at 2850 pounds.

C. Tuten: I really like the rules as a whole, so I would have to say none.

B. Mens: I think the most difficult rule to overcome is the no wheelie bar rule.

J. Dold: Running drag radials. By far this is the most difficult rule everyone in the class needs to overcome. Getting these drag radials to hook just right is difficult at best and close to impossible on a bad weekend.

StangTV: Do you feel like there is any cheating in your class?

A. Powell: No.

C. Tuten: No.

J. Lee: I would hope not!

B. Mens: Sometimes.

J. Dold: No. There is always going to be speculation about the front runner(s) cheating to be better than everyone else. Unless there is actual proof that a particular racer is cheating, I think it’s best for the sport and everyone involved to leave it at the speculation level and not accuse people of cheating just because they have a winning program.

StangTV: Would you protest someone if you thought they were cheating?

A. Powell: It depends if it is blatant cheating, as in multiple power adders, or something silly like a body rule.

C. Tuten: If I honestly and truly thought someone was cheating, then absolutely!

J. Lee: YES!

B. Mens: Yes, but I would have to have a 100-plus-percent belief that it was true. I am as open minded as anyone and would not ever think that someone could not do a better job and perform at a new level.

J. Dold: Only if I knew 100% for sure that they were absolutely cheating. I don’t take lightly the difficulty in tearing down and reassembling an engine at the track. It is trying enough to do it in the best conditions in a shop with the proper tools.

StangTV: What would some areas be for racers to cheat or venture into the grey area for your class?

A. Powell: I’m not sure. I don’t try to even think about it.

C. Tuten: The NMRA has done really well over the years to try and have rules without loopholes, if there are any grey areas then please send me an email. (laughs)

J. Lee: I don’t want to give anybody any ideas!

B. Mens: I try not to dwell on it, as there are always those that are looking for the easy way to victory and to me there is no sense of accomplishment in doing it that way. Unfortunately, there are those that must win at all costs and will do whatever it takes to insure they have some type of advantage.

J. Dold: In the Factory Stock class I would have to say that to disguise porting your heads and doctoring your intake to flow more air would be the areas most beneficial.

StangTV: How do you feel about the season after the first race?

A. Powell: Well, this car is totally different to drive, and once we get the chassis figured out we’ll figure the tune-up out. Once we get all it all figured out we can get after it, and we’ll see how this big tire treats us. It is going to be different, but it was something that we as a team wanted to do – go faster and see where it takes us!

C. Tuten: After looking at the spectators at Bradenton, I think it will be great season. I don’t feel as though I performed to my car’s true potential, so I can’t wait to get back out there and improve the performance of my car.

J. Lee: Pretty Good! Hopefully we can pick up where we left off in Atco. I have finally made a decision to leave my car alone this year (in NMRA trim). I am looking forward to see how well we can do!

B. Mens: I’m optimistic based upon our performance. I am concerned with the car count in my particular class. I will revaluate after a couple races into the season to make sure we are on the right track as far as being in the right class. We may switch to NMCA Pro Stock if the car counts are higher and then run the NMRA races that are logistically closer.

J. Dold: I am mildly satisfied with our performance in Bradenton and cautiously optimistic about the rest of the season. In practice we saw some gains in both ET and MPH, but were not able to carry that over to eliminations. Fortunately, we finally have on-track data to work with and a two month layoff to do some much-needed testing. Of course, everyone wants to win all events they attend, but a third place finish in the season opener is much better than where we were last year at this time.

]]> http://www.pierrefordblogs.com/index.php/2009/04/2009-nmra-racer-roundtable/feed/ 0 http://www.pierrefordblogs.com/index.php/2009/04/2009-mustang-monthly-event-and-show-schedule/ http://www.pierrefordblogs.com/index.php/2009/04/2009-mustang-monthly-event-and-show-schedule/#comments Thu, 09 Apr 2009 00:14:29 +0000 Kyle Sorenson http://www.pierrefordblogs.com/?p=812

February 7, Deland, FL

* Inaugural Cruise-In hosted by Central Florida Pony Sports at Hampton’s Drive-In, 250 International Speedway Blvd.
* All vehicles welcome.
* Info: www.cflponysports.com

February 21, Orlando, FL

* 22nd annual Mustang and Ford Roundup hosted by the Mid-Florida Mustang Club at Waterford Lakes Towne Center.
* Registration fee is $25 (pre-registration $20 before February 14). MCA modified judging for pre-registered ‘65-’04 Mustangs only. Popular vote for ‘05-’09 Mustangs, Ford-powered vehicles, and day of show entries.
* Info: Lori Stanich 407/695-1132, lstanich@embarqmail.com; www.midfloridamustangclub.com

March 5-8, Bradenton, FL

* NMRA Spring Break Shootout at Bradenton Motorsport Park, presented by Nitto Tire.
* All-Ford drag racing, manufacturer’s midway, and car show sponsored by Mustang Monthly.
* Info: 714/444-2426; www.nmradigital.com

March 8, Lincoln, NE

* 36th Annual Rocky Manginelli Memorial Swap Meet presented by the Eastern Nebraska-Western Iowa Car Council.
* Canned food donation to the Lincoln Food Bank, car corral
* Info: Jim Snyder 402/786-2427, 14620 Eastbourne St. Waverly, NE, 68642

March 14-15, Kershaw, SC

* SVT Cobra Club on Track hosted by the SVT Cobra Mustang Club at Carolina Motorsports Park.
* Registration fee is $350 (pre-registration $325 before March 1). Run your SVT Cobra, Shelby, Mustang, or Ford in a safe, controlled environment. In-class and in-car instruction available for novices.
* Info: Tony Sorrentino 803/371-0725, tony@svtcobraclub.com; www.svtcobraclub.com

March 20-22, Pensacola, FL

* 30th Annual Gulf Coast Regional Mustang and All Ford Show hosted by the Gulf Coast Regional Mustang Club at the Pensacola Interstate Fair Grounds.
* Info: Bob and Rochelle McNeal 850/478-8951; www.gcrmc.com; Vendor info; Donnie Carlisle 251/961-1411, carlisle@gulftel.com

March 28-29, Columbus, OH

* Columbus Spring Swap All-Ford, Lincoln, and Mercury Swap Meet at the Ohio Exposition Center at I-71 and 17th Ave. Four buildings filled with Ford cars and parts for sale, new and used. Over 1,470 indoor vendor spaces.
* Info: Richard 614/855-4750; www.springswap.com

April 10-11, Brandon, MS

* Mississippi Mustang Car Show hosted by the Living Legends Mustang Club at Gray-Daniels Ford.
* Friday evening cruise-in starts at 6:00 PM. Car show with Peoples Choice awards on Saturday.
* Info: www.livinglegendsmustangclub.com.

April 11, Polk City, FL

* Mustangs and Mustangs show hosted by Imperial Mustangs of Polk County at Fantasy of Flight, exit 44 off I-4 between Lakeland and Orlando.
* All Mustangs and Fords invited. Modified judging format. Several P-51 fighter planes will also be on display.
* Info: www.imperialmustangclub.org

May 2, Prattville, AL

* 10th annual Open Car Show hosted by the Heart of Dixie Mustang Club at Gilmore Ford.
* $20 registration ($15 before April 24). All makes and models welcome.
* Info: Betty McGough 800/650-4799, bmcgough@centurytel.net

May 9, Buford, GA

* SCMC/Mall of Georgia Ford’s SVT, Shelby, Mustang, and Ford Show hosted by the SVT Cobra Mustang Club at the Mall of Georgia Ford dealership.
* Open to all Fords. $20 registration fee.
* Info: Allan Scott 336/403-6292, rfcobra@svtcobraclub.com; www.svtcobraclub.com

May 15-17, Atco, NJ

* NMRA event at Atco Raceway.
* All-Ford drag racing, manufacturer’s midway, and car show sponsored by Mustang Monthly.
* Info: 714/444-2426; www.nmradigital.com

May 15-17, Nashville, IN

* 32nd annual Shelby Spring Fling at Brown County State Park, hosted by Indiana SAAC with cooperating regions from IL, KY, MI, MO, OH, TN, WI, and Midwest Tigers East/Alpines East.
* Friday: Pony Trails and Welcoming Bash. Saturday: Car Show, Picnic, Banquet, and Awards Program. Sunday: Road Rallye.
* Info: Joyce Yates, 4005 Lower Schooner Road, Nashville, IN 47448; 812-988-7146, jcyates@indiana.edu; www.indianasaac.com

May 16, Jacksonville, FL

* Regional Mustang & Ford Show presented by the Jacksonville Mustang Club on the riverfront at Jacksonville Landing.
* Proceeds to benefit Murray Hill Disabled Learning Center.
* info: Jeff Norris 904/215-8747, mustang675@clearwire.net; www.jmcmustang.com

May 16, Suisun City, CA

* 25th Anniversary Biggest Little Car Show hosted by the Golden Hills Mustang Club on the Suisun Waterfront Plaza.
* Registration is $30 day of show (pre-registration $25 before April 30). Open to all Ford cars and trucks with participants choice voting. A portion of proceeds to benefit local charities.
* Info: Kirk Stafford 530/758-6028, carshow@goldenhillsmustangclub.com; www.goldenhillsmustangclub.com

May 16-17, Stone Mountain, GA

* Silver in the Hills Cruise presented by the Silver Mustang Registry at Stone Mountain Park, with proceeds to benefit the Veterans of Foreign Wars Foundation.
* Mustangs of all colors invited.
* Info: Donnie Salter at 850/207-9449, Donnie@silvermustangs.com; www.silvermustangs.com

May 22-23, Sebring, FL

* Camp Steeda/SVTOA On Track hosted by Steeda Autosports and the SVTOA Tampa chapter at Sebring International Raceway.
* Classroom and trackside instruction as well as plenty of on-track driving opportunities.
* Info: www.steeda.com

May 23, Doswell, VA

* Stangs R Us Mustang Club & Kings Dominion Amusement Park would like to invite all Mustang Clubs in the Mid-Atlantic region to our first “Kings Dominion Mid-Atlantic Mustang Show Case & Family Outing” Sponsored by Stangs R Us.
* Parking will be inside a roped off area for mustangs only. Security will watch the cars while we enjoy the park. The meal is from 1:30pm – 3:00pm @ the Large Covered Picnic Shelters. Though our cars will be displayed all day, Kings Dominion will have a special showing between 6-8pm.
* Info: Daniel at stangsrus@live.com

May 24, Albuquerque, NM

* 27th Annual Regional Mustang Show hosted by the Rio Grande Mustang Club at the Marriott Pyramid Hotel.
* Kicks off on Saturday evening, May 23, with snacks in the hotel’s Sandia Suite. Sunday judging and evening banquet. All classes except Participant Choice will be judged using modified MCA judging rules.
* Info: Frank McMullan 505/294-7902, f.mcmullan@comcast.net

May 29-31, Danville, VA

* Mustang Indy Pace Car Reunion to celebrate the 15th, 30th, and 45th anniversaries of the ‘64 1/2, ‘79, and ‘94 Mustang Indy Pace Cars at Virginia International Raceway, hosted by the SVT Cobra Club.
* Three days of open track, car show for all Mustangs and Fords, and Saturday evening banquet with guest speaker. Unique awards for Pace Cars, plus a Pace Car only parade lap.
* Contact: Tony tony@svtcobraclub.com, 803/371-0725; www.svtcobraclub.com

May 31-June 1, Dearborn, MI

* SAAC-MCR 34th annual Show and Go hosted by the Motor City Region of the Shelby American Automobile Club.
* Sunday show and swap meet at Ford World Headquarters, southeast lot. Monday track event at Waterford Hills Road Course.
* Info: Jim Binder 586/776-4836, sasgroup@comcast.net; www.saac-mcr.net

May 31, Newburgh, NY

* Mustang and Fords Spring Round-Up hosted by the Mustang Club of Orange County at Sunshine Ford.
* Special Tribute Display and event plaques for all ‘69 Mustangs. Three awards in each of 27 classes, plus Dealers Choice.
* Info: Steve Motola 973/809-4052; www.mustangcluboforangecounty.org

June 6, Nampa, ID

* Treasure Valley Mustang and Ford Club’s 26th annual Show and Shine at Lakeview Park, sponsored by the Western States Ford Dealers.
* Many awards for Mustang and non-Mustang classes. Canned food or cash donations requested for the Idaho Food Bank.
* Info: Jeannette Henley 208/866-5092, wildmustang65@aol.com; www.treasurevalleymustang.com

June 7, Bloomington, IL

* 28th annual Central Illinois Ford Day Show and Swap hosted by the Central Illinois Mustang Association at Bob Dennison Ford.
* Open to all Ford-powered cars and trucks. Over 30 classes.
* Info: info@cimustang.org; www.cimustang.org

June 12-13, Milan, MI

* NMRA Invades Motown, presented by Aeromotive.
* All-Ford drag racing, manufacturer’s midway, and car show sponsored by Mustang Monthly.
* Info: 714/444-2426; www.nmradigital.com

June 13, Calhoun, CA

* Cherokee Region of the Mustang Club of America’s 29th annual Car Show at Gordon Central High School, near exit 315 on I-75.
* Classes for all Mustangs and special interest Fords.
* Info: 770/548-1389 or 706-625-2677

June 14, Fredericton, NB, CA

* Central NB Mustang Owners Club 25th Annual Mustang Show at Wood Motors Ford, 880 Prospect Street, Fredericton, NB, Canada sponsored by CNBMOC and Wood Motors Ford
* 10:00 AM – 3:00 PM, No Entrance fees, open to all Fords
* Info: jdavenport@ups.com; www.centralnbmustang.com

June 14, Liverpool, NY

* 32nd annual All-Ford Show and Swap Meet sponsored by the Syracuse Shelby Mustang Club and N.Y. Ford Dealers Association at Long Branch Park.
* $100 Best of Show award. Partial proceeds to benefit the Make-A-Wish Foundation of Central New York.
* Info: Dennis Conner 315/469-0913; Mark Nelepovitz mnelepov@twcny.com; www.syracuseallford.com

June 14, Manchester, CT

* 32nd Annual Mustang Spring Round Up hosted by the Mustang Car Club of New England at Mustangs Unlimited, recently relocated to 440 Adams Street, approximately 1.2 miles East of I-84 at Exit-60.
* Over 30 classes in five divisions for all years and models of Mustangs, Shelbys, and Mustang-based aftermarket specialties, including stock, modified, and custom.
* Info: MCCNE Info Line 508/674-5462; Joe Dinella 203/322-4916; www.mccne.com

June 18-21, Steamboat Spring, CO

* 21st annual Rocky Mountain Mustang Roundup.
* Scenic Mountain Tour on Thursday, Friday autocross and evening social, Saturday car show in downtown Steamboat Springs, Sunday awards breakfast. Host hotel is the Steamboat Grand.
* Info: www.rmmr.org

June 20, Cupertino, CA

* 32nd annual Vintage Mustang Owners Association’s Car Show in conjunction with NORCAL SAAC at DeAnza College.
* All vintage and late-model Mustangs, Shelbys, Cobras, and ‘60-’70 Mercury and Ford musclecars are welcome. Peer judging with awards in over 30 classes.
* Info: 408/374-4966, carshow@vintagemustang.org; www.vintagemustang.org; www.norcal-saac.org

June 21, Columbia, MO

* Mustang and Ford Car Show presented by the Central Missouri Mustang & Ford Club at Bass Pro, Highway 63 north of I-70.
* Classes for all years of Mustangs and Ford-powered cars and trucks. A portion of the proceeds to be donated to Ronald McDonald House Charities.
* Info: Jim Reese 573/864-3153.

June 21, Montoursville, PA

* Fabulous Fords for Father’s Day hosted by the North Central Mustang Club at Indian Park.
* Registration fee is $12 (pre-registration $8 before June 19). All Ford-powered vehicles welcome, with 30 Mustang and Ford classes for participant judging.
* Info: Rory Reed 570/220-9134, ncmc.mail@gmail.com; www.ncmustangclub.org

June 21, Van Nuys, CA

* Mustangs in the Park show presented by the Mustang Owners Club of California.
* Peoples choice voting in 74 classes for stock and personalized Mustangs and other Fords. Show limited to 300 cars. Pre-registration by June 10 is $35; day of show is $40.
* Info: Pat Fitzgerald 818/882-6314, www.mustangownersofca.org

June 27, Merriam, KS

* 24th Annual Mustang & Ford Show & Swap Meet sponsored by R&A Motorsports and Mustang Plus of KC at the Lee Jeans Building, I-35 and 67th St.
* Registration fee is $30 ($25 before June 15). Modified MCA classes and judging. All Mustangs welcome with classes for Ford-powered cars and trucks.
* Info: Everett Kellogg 913/722-4605, kellogghott@everestkc.net; www.mustangclubofgreaterkc.com

July 10-11, Dublin, OH

* Mustang Club of Ohio hosts the Arthritis Foundation’s 27th annual Classic Auto Show & Cruise-In at Dublin Metro Center.
* Celebrating the Mustang 45th Birthday and the first-ever Fox-body Mustang Reunion. Expecting 2,000 cars and 12,000 spectators. Proceeds benefit the Arthritis Foundation.
* Info: Ron Gallagher 740/881-9007, rvg76@earthlink.net; www.arthritisautoshow.com

July 12, Quakertown, PA

* Mustang Muscle at Montana West, sponsored by PennMustangs, Montana West, PSI Motorsports, American Muscle, and CJ Pony Parts.
* Info: www.pennmustangs.com/carshow; sales@pennmustangs.com

July 18th, Fort Wayne, IN

* 27th Annual Mustang and All Ford Show presented by the Old Fort Mustangers Club at Ivy Tech Campus.
* Registration 8am-11am. Awards at 3pm. Registration is $20.00. 33 Classes

July 19, Marlborough, MA

* 25th annual Mustang & Fords Summer Round-Up hosted by the Mustang Car Club of New England at Solomon Pond Mall, 601 Donald Lynch Blvd. just north of I-295 at Exit 25B.
* Over 30 classes in six divisions for all years and models of Mustangs, Shelbys, Mustang-based aftermarket specialties and all other Ford family and factory Ford-powered autos, including stock, modified, and custom.
* Info: MCCNE Info Line 508/674-5462; Jim Silverman evenings 508/584-8848; www.mccne.com

July 20-26, Myrtle Beach, SC

* Mustang Week, a week-long celebration of Mustangs on South Carolina’s Grand Strand.
* Meet and Greet on Tuesday at Planet Hollywood, Wednesday at Myrtle Beach Speedway for “fun runs” around the half-mile oval, Thursday Drag Night at Darlington International Dragway, Friday car show, and Saturday cruise-in.
* All years, makes, and models of Mustangs and SVTs are welcome.
* Info: www.mustangweek.com

August 9, Shrewsbury, MA

* 31st annual New England Regional All Ford Show & Swap Meet hosted by the Mustang Car Club of New England at the Hebert Candy Mansion, 575 Hartford Turnpike (Rt. 20).
* Over 30 classes in seven divisions for all years of Mustangs, Shelbys, and other Ford family and factory Ford-powered autos, including stock, modified, and custom.
* Info: MCCNE Info Line 508/674-5462; Jim Silverman evenings 508/584-8848; www.mccne.com

August 16, Columbus, NE

* All Ford and Mustang Car Show hosted by the Platte Valley Mustangs Car Club at Frankfurt Square.
* $20 registration fee; pre-registration $15 before August 10.
* Info: Rex Minert 402/367-4019, rminert@neb.rr.com; www.pvmustangs.net

August 16, Coopersburg, PA

* 33rd annual Coopersburg Collector Car Show & Flea Market hosted by the First Pennsylvania Mustang Club at Southern Lehigh Living Memorial Park.
* All makes, models, and years welcome.
* Info: Roger 215/257-5700; www.1st-PA-Mustang.org

August 22-23, Springfield, IL

* Central Illinois Mustangers’ 31st Annual Mustang and All Ford Show at Crossroads Ford, 100 North Hill Street, about PI mile west of the I-72 and I-55 intersection.
* Twenty-six classes judged by relaxed MCA rules. Saturday night hospitality at the host hotel, Best Western Clearlake Plaza (adjacent to the show site). A registration form is available at the club website, www.cimclub.com.
* Info: Joe Lenac 309/694-2457.

August 27-30, Van Nuys, CA

* Mustang Owners Club of California presents a Mustang Club of America national show at the Airtel Plaza Hotel.
* Concours judged and people choice classes (limited to 300 cars), banquets, entertainment, and P-51 photo opportunity.
* Info: Pat Fitzgerald 818/882-6314, www.mustangownersofca.org

September 4-6, Columbus, OH

* 31st annual Ford Expo by the NMRA at National Trail Raceway.
* All-Ford drag racing, manufacturer’s midway, and car show sponsored by Mustang Monthly.
* Info: 714/444-2426; www.nmradigital.com

September 13, Columbus, OH

* All Years All Mustang Show hosted by the Mustang Club of Ohio at Krieger Ford.
* $10 registration fee. Limited to 175 Mustangs.
* Info: Ron Gallagher 740/881-9007, rvg76@earthlink.net; www.mustangclubofohio.com

September 13, Manchester, CT

* 30th annual Mustang Power Show hosted by the Mustang Car Club of New England at Mustangs Unlimited, 440 Adams Street.
* Over 30 classes in five divisions for all years and models of Mustangs, Shelbys, and Mustang-based aftermarket specialties, including stock, modified, and custom.
* Info: MCCNE Info Line at 508/674-5462 anytime, Joe Dinella evenings 203/322-4916; www.mccne.com

September 27, Birch Run, MI

* 17th annual Mustang and All-Ford Car Show at the Birch Run Expo Center at Exit 136 off I-75.
* Sponsored by the Mustang Club of Mid-Michigan.
* Info: Jeff Amo 989/737-3330; www.mustangclubmm.com

October 1-4, Bowling Green, KY

* 11th annual NMRA World Finals at Beech bend Raceway, presented by Nitto Tire.
* All-Ford drag racing, manufacturer’s midway, and car show sponsored by Mustang Monthly.
* Info: 714/444-2426; www.nmradigital.com

October 4, Warwick, RI

* 29th annual Mustang & Fords Fall Round-Up & Swap Meet hosted by the Mustang Car Club of New England at the New England Tech Center for Automotive Technology, 100 Access Road.
* All Mustangs, Shelbys, Ford family, and factory Ford-powered autos (stock, modified, or custom) will be club judged for cleanliness, condition, fit, and finish.
* Info: MCCNE Info Line 508/674-5462; Jim Silverman evenings 508/584-8848; www.mccne.com

October 11, Hot Springs, AR

* 28th annual Regional Mustang and Ford Show sponsored by the Central Arkansas Mustangers Club at Riser Ford, 4201 Central Ave.
* Registration for judged cars is $20; non-judged is $10.
* Info: Kevin Oleson 501/888-8482, n72272@aol.com; www.centralarkansasmustangers.com

October 25, San Antonio, TX

* Annual open charity car show hosted by the San Antonio Mustang Club at Bass Pro Shops Outdoor World.
* Open to all makes, models, and years. All profits go to Dare to Love children’s charity.
* Info: James Morales 210/683-7723, carshow2009@samustang.com; www.samustang.com

John Calvert, driving a 40th Anniversary ‘08 Mustang FR500CJ Cobra Jet, duplicated the success of the original ‘68 Cobra Jet when he won the AA Stock Eliminator class at the 2009 NHRA Winternationals.

In 1968, drag racing legend Al Joniec drove a ‘68 Cobra Jet Mustang to victory at Pomona in the NHRA Winternationals in the CJ’s competition debut.

“I couldn’t be happier for Brent Hajek and John Calvert, who have taken the car that we designed and created a championship race car in just six weeks,” said Brian Wolfe, Director of Ford North America Motorsports. “I am especially happy that John was able to drive the Al Joniec tribute car that won in 1968 to a victory in 2009. It is an unbelievable debut for the Cobra Jet.

“I couldn’t be prouder of the team who got the car together, and a lot of credit needs to go to the group at Ford Racing who developed the Cobra Jet and once again developed a race car that, like the Mustang FR500C, won in its initial outing.”

“I am really excited and pleased at the result,” said Calvert. “The thing I am most pleased about is that Ford Racing thought about this project and reached out to the grassroots level of racing. This wasn’t an easy race weekend; in fact, I would say it was difficult. The weather certainly created some consistency issues, especially with an iffy track. Still, the Cobra Jet ran very well in the elimination rounds and we were able to bring home the trophy.”

Driving for Oklahoma-based Brent Hajek Motorsports, Calvert piloted the Cobra Jet through a chaotic opening weekend that stretched over six days due to rain delays. Calvert, a former world champion (1991 Stock) and a three-time NHRA Winternationals champion, normally runs a ‘68 Cobra Jet. He agreed to drive the Hajek ‘08 entry in Stock Eliminator at the Winternationals.

“How cool is this? It was like a storybook ending that was meant to be,” said Hajek, who entered four Cobra Jet Mustangs at Pomona. “It is our first time entering a national event and we won! This program was always about paying tribute and respect to the drivers from’68 who started the legend of the Cobra Jet. This was about upholding their honor and everyone involved with this project deserves a great deal of credit.

“The people at Ford Racing did an awesome job building these cars, and my guys deserve credit for getting the CJ’s race-ready in an unbelievably short amount of time. And credit also goes to the drivers, especially John Calvert, who brought this all the way home. I am so proud of this group and I hope the legends from ‘68 – Al Joniec, Gas Ronda, Hubert Platt, and Randy Ritchey – are proud of us.”

For decades, the Mustang has been the preeminent car in many forms of motorsports, including drag racing. Adding to the rich and successful racing history of Ford’s iconic pony car, the ‘08 Cobra Jet Mustang is a factory-built race car that is NHRA-legal and ready for the drag strip. It is the first purpose-built race car from Ford for drag racing since the original Cobra Jet Mustang.

The original Cobra Jet Mustang was conceived by drag racing legend Bob Tasca, the competition-oriented Ford dealer in Rhode Island who at the time operated one of Ford’s most successful retail operations. Tasca looked to the Ford parts shelf when he wanted to upgrade the engines on some of the Mustangs that he was selling and came up with the KR-8 conversion package for his performance customers.

Henry Ford II announced that Ford would put together several of the Tasca 428-powered Mustangs for drag teams competing in the 1968 Winternationals, where two of the Mustangs made it into the finals and Al Joniec went on to win the Super Stock championship. After the car’s success at Winternationals, Ford announced that it would be producing the 428 Cobra Jet engine.

The ‘08 Cobra Jet Mustang joins Ford Racing’s stable of championship-capable customer Mustangs: the Mustang FR500S, the Mustang FR500C, and the Mustang FR500GT. All are turn-key cars available via the Ford Racing Performance Parts catalog and through Ford dealers.

The FR500 series of Mustangs are race-ready cars, designed by Ford Racing engineers for performance-conscious customers, that can be rolled right off of a truck and win in competition.

TOKYO – At the 1995 Tokyo Motor Show, Toyota unveiled a futuristic car powered by a gasoline-electric engine that sounded part Jetsons, part Star Trek. With this so-called hybrid engine under the hood, the concept car was called the Prius.

Fast forward to Wednesday’s opening of the 2005 Motor Show. America’s Big Three auto makers – Ford Motor, General Motors and the Chrysler division of DaimlerChrysler – were deploying slinky models to drape themselves over concept cars running in some kind of alternative fashion: hydrogen fuel cells or gasoline-electric engines.

Playing catch-up a decade late, the world’s auto giants now find that they have to lease or buy technology from Toyota. Often they must buy parts from Japanese companies where Toyota has strong influence, either as a buyer or as an investor. Last month, Ford officials complained that the Aisin AW Company, a Japanese auto parts supplier, was placing a low priority on transmissions ordered by Ford.

On Wednesday, in the neutral setting of the auto show, executives from the companies met and tried to iron out supply problems.

“It made sense to go with the Japanese manufacturer for the first hybrid,” Richard Parry-Jones, Ford’s chief technical officer, said in an interview as journalists thronged the show’s press day. “But now we feel it is very important to try to build partnerships with U.S.- based suppliers.”

While General Motors struggles with a $1.6 billion third-quarter loss announced Monday and Ford braces for quarterly earnings due Thursday, Toyota is plowing some of its record $10.5 billion in profits this year into new fuel-saving technologies that it sees as the wave of the future in an era of high gasoline prices.

Much of Toyota’s buzz in the United States is over the Prius, a hybrid that is selling this fall at twice the volume of last year. With gasoline prices stuck at an average of almost $3 a gallon, Toyota now measures its inventory of Prius cars in the United States in hours, rather than days.

“Toyota has done a masterful job of getting the car out there at the right time, of scooping the industry,” John W. Mendel, Honda’s top marketing official in the United States, acknowledged Wednesday.

But now Toyota, Japan’s largest company, is plugging away to win world leadership in hybrid technology. It has not only plowed untold billions of dollars into developing hybrid engines and systems, but it also has moved quietly and aggressively to cultivate a network of suppliers for critical hybrid parts.

Two weeks ago, this effort became plain when Toyota invested heavily in two suppliers of specialized batteries for hybrid gas-electric cars. On Oct. 5, Toyota raised its ownership in one of the battery makers, the Panasonic EV Energy Company, to 60 percent from 40 percent.

It also bought, from G.M., a large holding in Fuji Heavy Industries. This company makes not only Subaru cars, but also a lithium ion battery, a smaller and lighter battery seen as crucial to the future of hybrid cars.

“Forget the cars; the battery is what they are after,” Kurt Sanger, Japan automotive analyst for Macquarie Securities, said in an interview.

Uneasy about Toyota’s control of Panasonic, a leading battery producer, Honda persuaded Sanyo Electric to make batteries for Honda’s hybrid, the Insight, and the hybrid versions of the Civic and the Accord.

Ford, which also buys hybrid batteries from Sanyo, feels uneasy about Toyota’s control of some parts, either directly or though pressure on parts suppliers. Ford officials have said that they want to procure more parts from their own factories or from American parts makers.

“To get the volume we want, we need to produce them here in the United States, and we need to actually be able to be much more in control of the situation,” Philip R. Martens said in late September, before he stepped down Oct. 10 as Ford’s top product development executive.

Referring to the problems with Aisin, he added, “We set a path to control our own destiny on this, and we are going to control our own destiny.”

For their part, Toyota officials say they have not held back on any hybrid parts to other companies. A Toyota spokesman, Paul Nolasco, said it was not interfering in Ford’s relationship with Aisin, which is a major supplier to Toyota. Toyota sells hybrid components to Nissan, but not to Ford.

“With the exception of the battery and the converter-inverter device, everything is made at Toyota,” Mr. Nolasco said of parts for the Prius.

American automakers are looking for parts suppliers that are not under the control of Toyota.

“Given the increasing volumes of hybrids in North America, there clearly is a need for a North American supply base,” said Mark T. Hogan, president of Magna International, a Canadian auto parts giant.

Some analysts say American car manufacturers are looking for scapegoats.

“When Ford comes along and says that Toyota is manipulating the supply, it’s nonsense,” said Mr. Sanger. “Toyota developed it all. Toyota does a lot of it in-house. Someone is pointing a finger at Bill Ford saying, Why don’t you make more hybrids? So he has to point the finger at someone else.”

When Toyota announced in August that early in the next decade all of Toyota’s cars would be offered in hybrid versions and that the company would sell one million hybrids a year, it seemed to catch Detroit flat-footed.

In September, Ford said it would increase hybrid production tenfold, to 250,000 gas-electric cars by 2010. Now, almost every major company has announced a hybrid.

“Hybrids, yes, we got behind,” Lawrence D. Burns, G.M.’s vice president for research and planning, said in an interview here Tuesday. “But is that race over? Not at all.”

Not everyone is optimistic about hybrids. “Every manufacturer will have one or two hybrid vehicles in its lineup in five years, but the market will not go beyond less than 5 percent,” said Helmut Panke, chairman of BMW, dismissing hybrids as a niche technology. “But the real challenge is to reduce the fuel consumption of the standard engine. Hybrid is not a substitute for that.”

Mr. Burns at G.M. has bet heavily on fuel-cell cars, which run on hydrogen. “We believe we can design and validate a competitive fuel-cell propulsion system by 2010,” he said, as he stood next to a fuel-cell concept vehicle called the Sequel.

Rival carmakers note that Toyota unleashed a $30 million advertising campaign to push the hybrid.

“Toyota has this big cash hoard,” David Iida, assistant to the president of American Honda, said Tuesday from Detroit. “They can lose as much as they want to, and use the car as an advertisement. We can’t compete with them on that level.”

In a year that saw the national gasoline price average rise to $4 a gallon, then within a few short months plummet to $2, Exxon Mobil set a record for the most profitable American corporation on $45.2 billion in earnings. And this despite a fourth quarter that saw a 33-percent drop in profits, due in part to dropping oil prices.

Exxon Mobil wasn’t alone in raking in big numbers. Chevron, for instance, reported $24 billion in profits. By themselves, these figures are staggering, though Bloomberg.com put it in an interesting context when it wrote: “Exxon Mobil’s and Chevron’s combined revenue for 2008 exceeded the gross domestic products of all but 16 of the world’s nations.”

Another perspective would be to look at what these firms could buy. For instance, today’s market cap, or present value, for General Motors is about $1.8 billion and Ford Motor Company is $4.4 billion. Despite the significant decline in earnings, Exxon Mobil cleared $7.8 billion in the last quarter—more than enough to purchase both industrial giants and still have money left over to aid in restructuring. Repeat: In just one quarter.

Carrying this theme, Wall Street rewarded itself with a reported $18.4 billion in bonuses for 2008. Quite literally, a Manhattan office pool could buy a troubled automaker these days. In fact, you might even get a division for free. But I digress.

All this has me thinking: What if an oil company bought an automaker? What would it do, and what kinds of vehicles would it produce? What if Wall Street did? I have my thoughts, but would be interested in reading yours in the comments below, or in the forums.

Essentially, all that Easy Fuel consists of is a spring backed metal plate behind the fuel filler hole. When you put the nozzle of a gas pump into the system, the plate pushes back. Upon removal of the pump, it will snap shut. This prevents loss of gasoline from an improperly installed or missing gas cap, making it safer and more gas efficient.  It makes filling up faster, as per there is no gas cap to unscrew. Add to that, no more scratches or scuffs from a hanging gas cap!

The Easy Fuel Capless Fuel Filler System is standard on many new Ford vehicles, including the Fusion, F-150, and Flex. If this isn’t really your style, then all models are available with the classic locking gas cap. 

In conclusion, the dedication in design of the Easy Fuel System speaks volumes of Ford, who took something as simple and basic as the gas tank and found a way to make it easier, faster, and cleaner.  From fueling up to the driveway, every aspect of Ford is unique, evolved, and different. Come take a look at this great new system today!

There’s more than one way for Hollywood actors to go green. While most celebrities choose to go the way of Toyota Prius ownership, Eric Bana’s chosen green ride is a 1973 Ford Falcon from Australia, a gas guzzler from a time that just barely predates most modern emissions equipment. That car, which is the title character in Bana’s upcoming new movie Love The Beast, was modified to take part in the grueling Targa Tasmania Rally, and we doubt the list of upgrades included bits like catalytic converters and computer-controlled engine management systems. Other stars slated to appear in the new flick include certified motor-heads Jay Leno, Jeremy Clarkson and… um, Dr. Phil. So, what’s the green angle?

Bana’s production company, known as Pick Up Truck Pictures, contracted an outside firm to calculate the total carbon emissions spent in the production of the film. To offset this carbon footprint, oxygen-exhaling trees will be planted to suck up their share of carbon dioxide and restore forest ecosystems. Ta-da!

Vision Manufacturing LTD’s new high-capacity van (HCV) offers fleets an American-made OEM upfit with the characteristics of the Dodge Sprinter, while taking advantage of Ford and GM’s powerful V-10 and V-8 gas and diesel engines and thousands of service centers.

The HCV, aka the “Armadillo,” is designed to fit the Chevrolet Express, GMC Savana, and Ford Econoline van chassis. The walk-thru van provides more than six feet of headroom and plenty of cargo capacity and good fuel efficiency for its size.

The Ford regular and extended vans are currently available for upfitting. The full GM line is expected to be ready later this year.

“Our vision was to give the Ford and GM customer an intelligent alternative to the Dodge Sprinter,” says Darryl Connors, president and CEO of Vision, an authorized Ford and GM pool manufacturer.

Where the Chassis Meets the Upfit

In business for more than 25 years as a conversion van maker, Vision spent more than $2 million to design a product that Ford and GM customers would embrace.

“We are able to provide a vehicle that has the ergonomic benefits and the same easy ingress and egress as the Sprinter while benefiting from Ford and GM architecture,” says Connors.

In terms of design, consumers will not be able to tell where the chassis meets the upfit, Connors says. The design incorporates a complete van chassis instead of a cutaway. The vehicle is cut below the beltline to enable integration of the upper and lower portions of the vehicle with a seamless finish. “It improves aerodynamic appeal,” Connors says.

The HCV van was designed by Applied Technologies, an automotive engineering firm that specializes in chassis and drivetrain design for the Big Three U.S. OEMs.

The upfit is designed to incorporate factory door hardware and electronics to cut down on servicing issues. Metal support systems were integrated into the top to reinforce the vehicle’s structural integrity.

“Safety is carried through the entire design from the ground up,” says Craig Winn, president of Applied Technologies. “Because the design uses the full body of the van, not just the chassis, the new top and doors incorporate the structural rigidity engineered into the original van body.”

The van has met the government recertification requirement for roof crush, Winn says.

Specs Offer Flexibility

With 75 inches of rear-door clearance and 73 inches of side-door clearance, Vision offers cargo doors on both, compared to the Sprinter’s passenger-side slider. Vision’s standard high top is approximately 6 inches taller than the Sprinter and offers a slightly wider footprint.

Total cargo volume ranges from 395-500 cubic square feet, depending on make and model.

The HCV conversion adds only 90-120 lbs. of extra weight, according to Bill Molitor, fleet chassis manager for Jackson, Miss.-based Watson Quality Ford. Other upfits can add significantly more weight, which reduces payload capacity.

Molitor says the vehicle’s walk-in convenience is ideal for any industry with payload needs ranging from 3,300-3,900 lbs.

The Vision HCV takes advantage of Ford’s numerous powertrain options on the Econoline E-150, E-250, and the E-350 chassis, in both standard and extended versions. The E-150 and E-250 models offer 4.6L and 5.4L V-8 gasoline engines with automatic transmissions. The E-350 models offer 5.4L V-8 gasoline, 6.8L V-10, and 6.0L V-8 diesel engines.

Vision Manufacturing’s HCV van features a complete van chassis instead of a cutaway, incorporating the factory door hardware and electronics. The walk-thru interior has six feet of headroom and can be configured with a variety of rack and bin packages already available to end users.

Price and Ordering

Many fleet customers made the commitment to the Armadillo based on initial cost savings which, according to Connors, can be substantial.

The cost to add the Armadillo body to a Ford or GM ¾- or 1-ton van is $9,995 for regular-length vans and $10,995 for extended models. Shipping is extra.

Vision’s HCV van can be paired with Ford’s E-Series fleet, government, or retail price programs.

The Ford van with the HCV conversion carries a three-year/36,000-mile warranty, while Ford’s powertrain comes with a 60-month/60,000-mile warranty.

GM and Ford cargo van factory orders require a lead time of six to eight weeks, some longer depending on options stops. When coordinated with upfit production and shipping, total lead extends to approximately 10-12 weeks from the time of the signed order.

Currently, fleet customers can order the HCV from 23 Ford dealers across the country.

HCV Enters Fleet

Target markets are delivery fleets that require more cargo capacity than the standard Ford or GM vans as well as the ability to stand up inside the van. The unit will also be introduced to floral, dry cleaning, and pharmaceutical companies.

“With the Econoline making up more than 70 percent of the van market, [the HCV] is a great place to start,” says Tom Meeks, CEO and president of Continental First Federal Inc. (CFF), a major truck supplier to FedEx contractors and other logistics companies, located in Mt. Juliet, Tenn.

Meeks sees the van’s expansive panels as good white space for company advertising. He bought the second HCV test van and branded it with his company logo.

Vision Manufacturing is building 600 units for CFF at its factory in Georgia. The first van recently entered the FedEx fleet in Vermont.

CFF is a fleet customer as well as an authorized reseller. Meeks intends to keep 50 upfit units in inventory for immediate sale at CFF’s retail location in suburban Nashville, Tenn.

Built for Adaptability

The HCV upfit will evolve depending on the industry it serves, including installing shelving systems for electricians and plumbers. “Fleets that purchase and use the van will determine future product improvements and options,” says Molitor.

Aftermarket manufacturers will build interior and exterior options for the Vision HCV according to market demand. Ladder racks, lifts, racks, bins, back-up cameras, and other products are already available for the end user.

If you feel overwhelmed by medium-duty truck specifications, you’re not alone. While light-duty work trucks and cargo vans typically have a handful of total options to consider, medium-duties aren’t as straightforward, with myriad options to filter through. When spec’ing a truck that can cost $60,000-$100,000 or more, stakes are high, leaving fleet managers very little room for error.

How can you make this process less intimidating? Begin by understanding the fundamentals of medium-duty chassis and suspensions. Then the other options, which may seem complex at first, (such as engine, transmission, and rear-axle ratio choices), will fall into place more easily.

How do you determine the right chassis and suspension specs for your application? Here are seven principles to follow.

1. Calculating Accurate Payload Needs

What exactly will your truck haul? How much do those items weigh?

Avoid thinking in general terms, such as, “I’m thinking maybe 4,000 lbs. or so,” when in reality, you’re looking at 6,500 lbs. Imprecise payload projections risk under-spec’ing the truck, causing potential safety and maintenance issues.

Here are key factors to include when projecting payload requirements:

• Bed weight. The body manufacturer can provide this number.
• Equipment weights. If hauling a Bobcat or other pieces of equipment, what’s the curb weight? This is the weight of the equipment including a full tank of fuel and fluids. Consult the equipment rep for these amounts.
• Fluid weights. Suppose you’re hauling a 600-gallon water tank. How much does that water weigh when the tank is full? Use 8.4 lbs. per gallon as the multiplier (See sidebar, Fluid Weight Multipliers.)

• Weight of driver and occupants at all seating positions. Truck manufacturers across the board attribute a nominal 150 lbs. per seating position in payload calculations. For five-passenger seating, multiply five by 150 lbs., which equals 750 lbs., the minimum amount to factor in payload projections.
• As-spec’d chassis curb weight. This factor is defined as the shipping weight of the cab and chassis (without body and aftermarket upfits), including all standard equipment and options, fluids, and a full tank of fuel. Consult the truck OEM or dealer rep for curb weight estimates on chassis closest to your spec requirements.

Totaling these components helps accurately assess what gross vehicle weight rating (GVWR) truck best suits your need. GVWR is the maximum allowable weight (chassis, occupants, and payload), as determined by the manufacturer, for the vehicle to safely start and stop.

Your objective is to select a truck that offers a slight buffer in payload capacity, but is not overkill, which would unnecessarily drive up cost.

2. Verifying Sufficient GCWR

If the truck will pull a trailer, verify the GCWR is sufficient to meet both payload and trailer needs. Gross combination weight rating (GCWR) is the maximum allowable weight (as determined by the manufacturer) of chassis, fluids, occupants, body (including equipment and payload) combined with the weight of the trailer at maximum load. This is the key number from which you calculate trailer capacities.

To illustrate, take two chassis with the same GVWR. Both the Isuzu NRR W-5500 cab-over (also known as low cab forward) and Chevy C5500 Kodiak conventional cab offer the same 19,500 lb. GVWR. However, if you’re pulling a heavy trailer on a regular basis, which is a better fit for your application?

A this point, GCWR becomes important. The combined weight rating for the W-5500 is 21,000 lbs. and the C5500 is 26,000 lbs., a 5,000-lb. difference. Since the W-5500 cab weighs approximately 1,500 lbs. less than a comparably equipped C-series, there is a 3,500 lbs. net trailering advantage for the C-Series.

Do you need that additional trailer capacity? Factor GCWR in spec requirements.

3. Selecting Rear Suspension

Choose a rear suspension that best matches your application. Too much suspension rigidity for the wrong application may cause driver complaints and discomfort. Yet, if the truck will handle constant, heavy loads, you may need to spec a stiffer, heavier-duty suspension or risk premature performance and maintenance issues.

The following terms detail three primary rear suspension choices for most medium-duty truck manufacturers and when to spec each.

• Taper leaf – best fits a shuttle bus, any application that transports people, or an application for which you don’t want the back end bouncing hard. A taper leaf is spec’d for a smoother ride, not maximum loads.
• Multi-leaf – provides extra stability and rigidity for dump bodies or other applications requiring heavier loads on the rear axle. To mitigate harshness in the ride, some truck manufacturers offer rear shock absorbers as a compatible option.
• Air suspension – typically available on Class 6 trucks and larger. In addition to contributing to greater driver comfort without sacrificing stability under maximum loads, air suspension offers the ability to lower truck height for easier loading and unloading.

Which type of suspension would work best for your truck’s purpose?

4. Confirming Wheel & Tire Size

You’ve ordered a Class 6 (26,000 lb.- GVWR) truck from dealer stock, originally spec’d for a rollback application, but you intend to put an 18-foot box on it for a warehouse delivery truck. The rollback spec seems a good fit for your driver because it offers better comfort and convenience options with power windows, locks, and air-ride seats.

When you take delivery, however, you notice a problem: the truck is not dock high. Instead of the 22.5-inch wheels your application requires to achieve proper loading and unloading height, the truck is sitting on the smaller 19.5-inch wheels. You now must deal with a crew productivity and efficiency issue.

The opposite also holds true. If you intended to upfit the truck as an industrial rollback to load and transport Bobcats and other heavy equipment, the tire size directly impacts the body load angle as it tilts. In this case, if you spec the 22.5-inch tires, the tilt angle will be too steep to roll the equipment up.

Avoid this mistake by double-confirming wheel and tire size fit your application.

5. Selecting Frame Strength

For some applications, the standard frame strength may be sufficient. Why pay several hundred to more than a thousand dollars additionally for a stronger frame without a corresponding benefit? Yet, if you’re using the truck for a heavier-duty application, you may compromise the frame’s integrity, contributing to increased maintenance issues and shortened truck life.

In reviewing frame strength options, the following are terms and measures to know.

• Section modulus. This measurement, in cubic inches, is based strictly on frame side-rail height, width, and thickness. As a frame of reference, the section modulus for the standard frame on a Chevrolet Kodiak C7500 is 9.58 cubic inches, while the strongest frame option for that chassis offers a section modulus of 17.93 cubic inches.
• Yield strength. This factor refers to the maximum weight in pounds per square inch (psi) that can be placed on the frame allowing it to return to its original position without permanently bending or creasing. Typical yield strengths for Class 4-7 trucks range from 50,000-120,000 psi.
• Resistance bending moment (RBM). This calculation combines section modulus and yield strength and seems a fair and accurate measure when comparing frame strengths between truck manufacturers. The formula: Section Modulus x Yield Strength = RBM. Revisit the previous example with the standard frame strength of the C7500. Here’s how the numbers compute: 9.58 cubic inch (Section Modulus) x 50,000 psi (Yield Strength) = 479,000 RBM. In comparison, the strongest frame option on that truck offers 2,151,600 RBM, based on a section modulus of 17.93 cubic inches and 120,000 psi yield strength.

Where do you obtain frame strength numbers to review? Contact the chassis OEM or dealer rep for more information. In addition, consult your body and equipment upfitter to confirm the frame strength level to select.

6. Reviewing Fuel Tank Capacity & Placement

A single 25-gallon fuel tank in a Class 5 truck equipped with service body and crane for on-site equipment repair may be sufficient. The truck primarily stays on the job site, not required to travel many miles during the day. Fueling intervals aren’t a critical issue.

However, this 25-gallon fuel capacity in another Class 5 truck designed for on-highway transport of pipe and other electrical supply materials presents a productivity and efficiency problem. The driver must stop more frequently to refuel during routes, causing slower delivery times and greater crew frustration and complaints.

Another fuel tank issue is placement on the chassis frame. If the tank configuration gets in the way of the body company’s requirements, you pay to modify it. It costs significantly more in labor and downtime to alter the configuration after the fact than to get it directly from the factory. Ask your upfitter up-front what tank configuration your equipment requires.

Here are the common terms to know when discussing fuel tank positioning:

• Side saddle. This tank is mounted outside the frame rails and placed on the driver’s side, passenger’s side, or both.
• Mid-ship. This refers to tank placement inside frame rails toward the middle of the chassis, before the rear axle.
• Aft axle. This tank is mounted behind the rear axle.

7. Selecting Compatible Exhaust Systems

Just as with fuel tank configurations, the wrong exhaust placement drives up truck costs.

Two options are available with exhaust systems: horizontal and vertical. The horizontal exhaust is often standard and works fine for most applications.

It makes sense to select a vertical exhaust when exhaust heat can become a safety issue to a crew operating truck-mounted equipment, such as a crane, from outside the cab. The vertical exhaust diverts the heat away from the driver and equipment.

However, depending on the chassis manufacturer, the vertical exhaust option may shorten effective cab-to-axle (CA), requiring body modification to fit properly. Therefore, work closely with your upfitter to ensure sufficient CA to mount required equipment.

Putting It All Together

With knowledge comes confidence. Focus on the fundamentals of medium-duty chassis and suspensions, and you’ll spec a truck that offers improved vehicle safety, better performance, lower operational costs, and fewer crew complaints. WT

Fuel cost savings are the expected benefit of commercial hybrid trucks. Other considerations include reduced emissions, minimal payload reduction from additional hybrid components, and help in complying with anti-idling regulations.

In addition, corporate mandates increasingly require fleets to be environmentally friendly. Corporate environmental policies place demands on fleet managers to find “green” fleet alternatives to implement in vehicle selectors. The underlying consideration, however, is that environmental programs must support a profitable business case.

Companies such as GE recognize that being environmentally responsible is a good business practice. At the heart of its ecomagination program is GE’s belief that an environmentally driven business strategy can benefit society. At its inception, GE set real, concrete goals to make ecomagination viable from a business standpoint. GE is proving it is possible to be both economically oriented and environmentally sound.

Giving Fleets What They Want

Truck manufacturers have been listening to fleet operators and responding by increasing production of medium-and heavy-duty hybrids. The convergence of commercial truck fleets’ demand for hybrids/alternative-fuel vehicles with the willingness of truck manufacturers to produce hybrid vehicles seem to be in place. UPS recently announced a major increase in its investment in alternative fuels, ordering 200 diesel-electric hybrid vans and 300 CNG vans.

Foton America, a Chinese company, recently introduced inexpensive compressed natural gas (CNG) buses in the United States. International Truck and Engine is starting production of its 4×4 WorkStar on a hybrid platform. Currently, medium-duty applications up to 33,000 lbs. GVWR offer the most hybrid opportunities for fleets. These include city pickup and delivery, package delivery, beverage, municipal, refuse, and utility applications. However, Sterling Trucks has announced a production rollout of 700 Class 8 hybrid tractors for this year.

While capital costs may increase up to $50,000 for hybrid vehicles, annual fuel savings and maintenance costs may be reduced up to $6,000 annually. In addition, tax credits and grants from federal and state agencies can reduce the initial costs significantly.

Hybrids in the Limelight

Hybrid (diesel-electric) truck development has accelerated over the past seven years, beginning with a collaborative effort of component manufacturers, fleet operators, and the Freightliner Corp.

Freightliner’s hybrid offering features a parallel diesel-electric system that enables the vehicle to operate the diesel engine alone or in combination with the electric motor.

In 2001, 18 hybrid trucks were delivered, and the model of using hybrids in city pickup and delivery operations took shape. The development of Eaton’s regenerative braking technology has promoted the commercial acceptance of hybrid trucks for nearly all types of fleets.

The use of hybrids can provide fuel savings up to 40 percent and reduce maintenance costs by increasing preventive maintenance intervals. Vocational applications benefit from the elimination of engine idling during the operation of upfitted equipment.

The use of electronic power take-offs (ePTO) combined with energy from the storage batteries produce quiet crane, man lift, and digger operation. Some hybrids are capable of exporting electricity to other equipment off-board from the truck itself.

Plug-in hybrid electric vehicles (PHEV) are similar to automobile hybrids, charging batteries overnight from conventional electrical outlets to store energy to operate the vehicle and upfitted equipment.

The diagram illustrates a typical hybrid propulsion component that propels a hybrid truck. These features differentiate a hybrid truck from a conventially powered truck.

Smith, a trading division of the Tanfield Group, has been manufacturing all-electric vehicles since 1920. The company’s U.S. operations are headquartered in Glendale, Ariz.

(L-R) The Smith Ampere and the Faraday Mark II are ready to make their North American debut.

Ampere: First Light Van EV

According to Smith, the Ampere is the first EV in the light-duty van segment and is targeted for urban applications including delivery, utilities, and telecommunications.

The Ampere offers an operating range of 100-plus miles on a single battery charge and a top speed of 70 mph. Its 50-kW electric motor and iron phosphate lithium ion battery pack were designed specifically for the Ampere.

The zero-emissions Ampere features a 5,159 lb. GVW and a maximum 1,764-lb. payload. The van can be recharged from a conventional main electric source, but benefits from a greatly reduced charge time when supplied with a three-phase power supply.

Ford launched a conventionally powered Transit Connect in the U.S. earlier this year.

Faraday Mark II Aimed at North American market

The Faraday Mark II is specifically aimed at the North American market, according to Smith officials. The all-electric truck is expected to feature specifications similar to Smith’s Newton truck, sold in the UK and Europe. The Newton features GVW ranges of 16,535-26,455 lbs. With a top speed of 50 mph, the truck can be driven in excess of 100 miles on one battery charge.

The Faraday Mark II requires a three-phased power supply and can be charged fully overnight or eight to 10 hours. The battery also can be “topped-up” on the road with onboard charges.

Future Collaborations Planned

Tanfield and Ford have reached a broad agreement to collaborate on future zero-emissions vehicle projects.

“Our relationship with Ford in North America will provide Smith a high-quality chassis that will be recognizable to and readily accepted by American customers,” said Darren Kell, Tanfield CEO.

The system will basically provide feedback to the driver, with different levels of information available, ranging from the basic “Journey” mode to the more detailed “Empower.” The screen will display graphics that gauge engine performance and fuel efficiency, giving drivers more information that will help them stretch every gallon of gas even farther.

One of the issues Ford has had to deal with in developing the system is driver distraction. In earlier versions, the screen became too cluttered and required more of the driver’s attention to read than was safe. Designers solved this by moving to a “leaf-based” readout. The screen displays more green leaves when the driver is saving fuel, making it easy to distinguish between fuel-wasteful and fuel-efficient driving. Don’t believe us? Check out more images below.

The system will debut in two Ford hybrids, the 2010 Ford Fusion and 2010 Mercury Milan hybrids, which we wrote about earlier today.

Microsoft hopes to SYNC up with the auto industry. The software giant’s high-tech infotainment system has been one of the few big success stories for Ford Motor Co. this past year, drawing in the sort of high-tech-savvy buyers who might normally steer over to an import brand.

Now with Ford about to lose its brief exclusive on the SYNC system, Microsoft is ready to make a major push into the auto industry, the Detroit News reports. The Washington-based software company “will announce a massive new investment in its automotive business unit,” the paper reports. And it has tapped Detroit native and Microsoft veteran Tom Phillips to head the operation.

“We know that things are tough for the auto industry, but it’s the perfect time to make this investment,” said Phillips. “There are new customers coming into the market and they are looking for new experiences.”

There’s been a general trend toward increasing the level of electronics in the average car. High-line manufacturers, such as BMW, with its complex iDrive system, can have more than $10,000 in silicon-controlled systems, ranging from engine, chassis, and safety controls to navigation and in-car entertainment. Even low-end vehicles are being offered with high-tech hardware.

Part of the challenge is to come up with technology that not only offers a wide array of features, but that is also easy to use. BMW has been repeatedly faulted for the complexity of iDrive, and plans a complete remake of the system shortly. Microsoft, however, has won kudos for SYNC, which offers the driver a variety of ways to issue a command, including one of the best voice control systems on the market. Ford recently launched a second-generation SYNC system that adds such features as traffic and weather, along with the ability to track restaurants, movie schedules, and gas prices.

Using SYNC as a come-on in its entry-level sedan, Ford has reportedly driven up the average transaction price on its Focus by $1,000 over the past year. As it expands availability, he automaker expects to sell about 1 million vehicles equipped with SYNC by the end of 2009.

But as with much of the technology provided by outside suppliers, manufacturers like Ford are generally granted limited exclusivity. And Microsoft is already beginning to license the SYNC system to other manufacturers, including the Korean upstart Hyundai, which expects to bring its own version to market within the next several years.

While Detroit’s Big Three automakers may be struggling for their very survival, the domestic manufacturers aren’t the only ones suffering from the current car market downturn.

The sharp slump in light truck sales have slammed hard two of the Japanese Big Three, including Toyota, which has already announced sharp cuts in pickup production, and Nissan, which is scaling back production of both pickups, like the big Titan, and its various SUVs.

And now, Nissan reveals, it is offering buyouts to 6,000 of the workers at its two Tennessee assembly plants. That comes as a shock in a state that has seen its automotive workforce rise rapidly, in recent years.

Some of those standing to be offered a buyout option could get packages consisting of up to $125,000 in cash, along with benefits like discount car purchases.

The move follows recent steps to bring capacity more in line with diminished demand. Among other things, Nissan will eliminate a night shift at one of the truck lines. But the automaker, like its Japanese rivals, has pointedly stressed that it doesn’t plan any layoffs. Other than those who accept buyouts, the company plans to find alternative work for any excess employees.

Ironically, the tough news comes just a week after Nissan dedicated its all-new U.S. headquarters, located in a suburb of Nashville. It moved to Tennessee, two years ago, ostensibly to reduce costs and put its American corporate offices closer to its primary production center.

Probably nothing is more symbolic of America’s love affair with the automobile than the classic eight-banger. It’s the engine of choice for muscle car knuckle-draggers, luxury car aficionados, and truck haulers alike. And until recently, V-8s were stuffed under the hood of nearly a third of the vehicles sold in the U.S. market.

Industry observers have long wondered what it would take to get American motorists to change their buying habits. The market barely nudged when gas hit $2.50, and there were only marginal changes at $3. But as Ford marketing czar Jim Farley observers, there’s been a sea change since the pump price topped $4.

Light truck sales, as we all know, have collapsed. But even in the luxury market, normally immune from recession and rising oil prices, buyers are rethinking their options. “V-8 output is expected to plunge 45 percent…by 2009,” notes a new report from PriceWaterhouse-Coopers. In fact, ask authors, are we looking at the “death of the V-8?”

You might recall that General Motors recently scrubbed plans to replace the big Northstar V-8, the fast-beating heart of its Cadillac lineup. On the other hand, it’s also developed the massive, new LS9, for the coming Corvette supercar, and a variation of the LS line will power the next-generation Caddy CTSv. But GM product chief Bob Lutz frets that with the new emissions and mileage standards the industry is facing, there may be little room for 8 cylinders much longer.

Of course, there are those who see that as good news – and not just “tree-huggers,” many of whom would like to see the automobile vanish entirely. Notes the PWC report, “I4 engines will soon be able to perform at levels similar to current V6s, while future V6 engines will perform at levels comparable to V8s, while also achieving better fuel economy than their predecessors. This transition will allow smaller engines to compete in segments that were previously dominated by V8s.” The Ford Ecoboost engines, which will be used in models like the Flex and the upcoming Lincoln MKS, are good examples.

That’s not to say we shouldn’t lament the loss of a brutish powertrain that has thrilled drivers and passengers alike for much of the last century. And, of course, like Mark Twain, we should be wary of anything that prematurely reports the death of the V-8. It was labeled a “dinosaur,” during the fuel crises of the ’70s, and was expected to be gone by the end of the millennium, yet in 2004, Americans bought 4.7 million V-8s. And even by 2009, the PWC study shows likely demand remaining at 2.7 million.

The V-8, the report concludes, “will continue to play a role in the North American market, albeit in an increasingly limited capacity within more specialized segments. As new CAFE milestones are implemented through 2020, V8s are likely to become a more niche offering.”

“Squeak and rattle is taken very seriously here at Ford,” said Julie Roehner, Vehicle Functional Group leader. “We’re not just building the car for the 70-degree drive down the highway. We’re building the car for the customers in Arizona to the customers in Alaska. The expectation of our team is whether you’re driving down a smooth highway, a dirt road, or a pothole-filled street, we are squeak and rattle free. Whether it’s a squeak, a moan, a hiss, a whistle, a tick, a buzz, a rattle, a squeal, a pop – it’s unintended and unexpected by the customer, and it needs to be taken care of.”

The Flex, like ever other Ford vehicle, was subjected to rigorous testing for squeaks and rattles at every build phase.

Inspection starts early, at the virtual design phase, looking at not only the materials used but at potential risk factors. “We review with the program team not only the design content, but also new risks that might not have been experienced in the past – including new content or new technology,” said Vy Tran, Unibody Platforms Squeak and Rattle Prevention Supervisor, who oversaw the launch of the Flex along with John Haren, lead Squeak and Rattle Prevention Engineer.

In Flex, for example, the new refrigerated console raised a potential red flag for Haren, who immediately instituted new testing and sorting criteria to determine what was necessary to keep the component squeak-and-rattle-free. That type of focus continues as the team reviews every inch of the vehicle.

“One of the things we look at early on is material compatibility,” said Haren. “We have the corporate engineering expertise that helps guide our focus of attention at what joints might be needing attention.”

As the build progresses, inspections continue. The vehicle is subjected to rough-road testing on a multitude of specially designed surfaces such as cobblestone and Vienna brick. There, it’s taken through bumps and curves that rival a Cedar Point coaster and shaken like a dry martini in a James Bond movie.

That’s just the beginning. Select vehicles, depending on the issues that are identified, may be again shaken, often on the plant hydraulic shaker, then again inside a transportable climate-controlled trailer – the unique facility that uses proprietary technology developed and patented by Ford to simulate a complete environmental cycle.

This environmental testing vigorously shakes the vehicle at each wheel with loads derived from track testing. The climate-control testing puts the vehicle through its paces in extreme conditions that range from 20 degrees below zero to 140 degrees Fahrenheit.

Because the trailer is transportable, it can be relocated to the assembly plant for major launches, as it was taken to the Oakville, Ont. Assembly Complex where the Flex is built.

Testing goes on, vehicle after vehicle, day after day.

Testing Ford’s complete vehicle range means Tran, Haren and their extended support team are working in temperatures that range from bone-chilling cold to sweltering heat, in search of that elusive unexpected noise sources.

“The cold is tough,” Haren admits. “You can only stay in there for about 20 minutes at a time. But the heat, I think, might actually be worse.”

In return for the team’s hard work and success, they’ll often hear, well, nothing.

“The goal is to build a world-class vehicle,” said Tran. “Our job is to deliver the best-performing squeak and rattle vehicle possible. We aim for the No. 1 spot. Our job is like that of the unsung hero – if they don’t mention you, it’s good.”

For those willing to explore the wild side, the TVS2300 ROUSHcharger is now sold separately allowing custom tuners to develop their own calibration which can push the horsepower anywhere from 510 to more than 700. This is the first time that ROUSH is offering specialty tuning firms the option of using their own calibrations and being creative with their tune on a ROUSHcharger. This kit includes a cold air intake system, unique fuel rail with 52 lb.-hr. injectors, a dual 60 mm electronic throttle body, all hardware, brackets and instructions. With a one-year component warranty, this kit retails for $5,899 (part number 403994). Continue reading ‘New TVS2300 ROUSHcharger Packs 700 Horsepower Potential For S197 Mustang Owners’