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.

Ford F-150 SVT Raptor R
The Ford F-150 SVT Raptor R race truck, based on the production version of the upcoming 2010 F-150 SVT Raptor, survived the grueling 41st Tecate SCORE Baja 1000, finishing the 631-mile race in 25:28:10. The Ford F-150 SVT Raptor R race truck that participated in the Baja 1000 was a collaboration between the Ford Special Vehicle Team (SVT), Ford Racing, and Foutz Motorsports Inc. The pickup was entered into the race to test the durability and performance of the 2010 F-150 SVT Raptor, which goes on sale in the summer of 2009.

“We engineered the F-150 SVT Raptor to be the best high-speed off-road performance truck available right off the showroom floor, and finishing the Baja 1000 proves this,” stated Jamal Hameedi, SVT’s Chief Nameplate Engineer. “Now we need to analyze all the engineering data from the race and apply lessons learned to the production truck, ensuring that the truck delivered to customers exceeds their expectations.”

Prepared for racing in long distance off-road endurance events, the Ford F-150 SVT Raptor R uses stock components of the F-150 SVT Raptor, including the transmission, brakes, and axles. The frame-the part of the truck that will take the most stress-is the same proven fully boxed frame that delivers class-leading towing and hauling in the all-new 2009 Ford F-150 that went on sale in October. The Raptor race truck is powered by a specially calibrated version of the available 6.2-liter V-8 engine, making 500 horsepower. Even if the typical Ford customer will not be putting his truck through the punishing paces of the Baja 1000, the point is he could. The Ford F-150 SVT Raptor R in the Baja 1000 also served as a test bed for the development of a lineup of race-proven, desert-tested, off-road performance parts that will be available through the Ford Racing catalog.

“This was very exciting for all involved,” said Jamie Allison, sales and marketing manager for Ford Racing. “Even with the extreme capability of the F-150 SVT Raptor right out of the box, we know our customers will want to take its performance to an even higher level. This race truck will be invaluable to Ford Racing as we examine what performance parts we’ll be able to offer customers for the production Raptor.”

Ford brought some of the best Stock class off-road truck drivers together to drive the F-150 SVT Raptor R in the Baja 1000. Drivers of record were Steve Olliges, Randy Merritt, Greg Foutz, Bud Brutsman, and SVT Vehicle Development Engineer, Gene Martindale.

And the award goes to…
Vic Edelbrock, President and CEO of the Edelbrock Corporation, recently awarded the Vic Edelbrock Sr. Memorial Scholarship award at the SEMA Show in Las Vegas, Nevada. Now in its fifth year, this scholarship is endowed by Vic Edelbrock and the Edelbrock Corporation in support of continued automotive education through the WTI Foundation and WyoTech. This scholarship is based on an essay submission and is awarded annually to a WyoTech student who exemplifies hard work, dedication to the automotive industry, and outstanding citizenship. The 2008 recipient of this $5,500 scholarship award is Barry Derheim of Sioux Falls, Iowa.

10 Mostly Worthless Facts
1. Factory GM accessory brackets won’t allow you to mount a GM A/C compressor on an iron-block LS1 in a ‘73-’87 GM truck. The A/C compressor hits the passenger-side framerail.

2. Guns N’ Roses aka “Axl Rose and his friends today” finally put out a new album.

3. By 1936, Ford had already produced 3 million trucks.

4. From 1967 to 1971, the third digit in a General Motors VIN number indicated whether the vehicle had a six- or eight-cylinder engine and standard or deluxe interior.

5. The width of a rim is measured between the tire mounting flanges or beads.

6. Vanilla Ice doesn’t rock a sport truck. Then again, did Vanilla Ice really ever rock anything?

7. Spraying liquid nitrous onto your skin will cause it to fall off. Seriously.

8. In the movie, Smokey and the Bandit, Burt Reynolds’ truck driving cohort, The Snowman, was played by country singer Jerry Reed. Reed also sang the theme song to all three movies.

9. The gauntlet has been thrown down by past cover-truck owner, Mike Cotten. He’s showing up to the Sport Truck Challenge in ‘09 with his Chevy and plans on running into the 9s with LS engine power in order to take a shot at William Lerner’s title.

10. The 6.4-liter PowerStroke diesel engine makes 350 hp at 3,000 rpm and 650 lb-ft of torque at 2,000 rpm.

Hall-Of-FamerThe Automotive Hall of Fame, the highest place of honor in the International Motor Vehicle Industry, has selected Gale Banks to receive one of their 2009 Distinguished Service Citations.

Sema Lawyers At Work For You!
The SEMA Action Network defeated California legislation to require annual (rather than biennial) smog-check inspections for vehicles 15 years old and older. The bill would also have required that funds generated through the additional inspection fees be deposited into an account, which could then be used to scrap older cars. In an effort to sneak the bill through in the closing days of the legislative session, California Assemblyman Dave Jones amended a completely unrelated bill with the annual smog-check inspection language.

While pre-’76 motor vehicles would have remained exempt under existing California law, this proposal ignored the fact that vehicles 15 years old and older still constitute a small portion of the overall vehicle population and are a poor source from which to look for emissions reductions. This latest action represents the second time the SAN was able to defeat this legislation.

Say What?
The Scenario: We’re talkin’ serious talk for a change of pace. The Big Three-General Motors, Ford, and Chrysler-are asking the federal government for a multi-billion dollar handout because they don’t want to or can’t claim bankruptcy to keep their respective businesses running in the current economic recession.

As taxpaying citizens of the US of A, do you think the government should bail out three of our country’s largest industrial giants like it just did for banking institutions, or should we let them go down in flames?

Kevin: First of all, who is gonna save us? Aren’t we already in a multi-trillion dollar deficit? Also, isn’t our economic system based on capitalism where only the strongest businesses survive? In that sense, I think we should let them fall. If they can’t make it on their own they should fold and let the real Americans take over. I’m talking about the mom and pop repair shops, mechanic shops, and even hot rod shops. Instead of putting our money toward new cars, we should restore and keep our old jewels alive. Also, by giving our money to these small businesses we will support real people who spend money and create a better cash flow throughout our economy.

Calin: I absolutely think the government should help. If these companies go under there will be a lot of American people out of work. With Americans out of work, they won’t really be buying anything and the problem will just get worse. These companies can’t file for bankruptcy because if they do all of the vehicles still in stock will become devalued. As we all know, it’s not how much you pay for a truck it’s how much can you sell it for when you are done. If the parent company is gone, there will be no security for the next guy who wants to buy it.

Mike: As much as I dislike the idea of rewarding companies for screwing up, the ripple effect of losing the Big Three will devastate this country. From the corner diner whose patrons come from the new truck dealership next door, that will likely close down, to the company that makes the knobs for the A/C controls that will likely fold when it loses those huge contracts, to the charities that rely on the Big Three’s donations, the amount of people who will face financial hardship will be beyond any scale I can imagine. However, giving a financial bailout to domestic auto manufacturers isn’t going to fix the real problem and that is the union labor that drives up the price of building trucks in America. Unless the manufacturers can start paying smaller wages to the workers who build our trucks, then a bailout isn’t going to keep the inevitable from happening. Ford, Chevy, and Chrysler simply can’t compete economically with foreign companies that can produce trucks at a lower cost. The business model just doesn’t work.

Andy: It’s a sad state of affairs when companies get so huge that their very welfare is depended upon by so many other people. This is one of those grin-and-bear-it situations where we will have to bailout the automotive industry. Let’s hope that their future production line will be able to compete with the quality of vehicles being turned out by the European and Japanese giants and gain worldwide support to keep this from happening again.

Sport Truck Slang Term O’ The Month#143:
multiplexing (mu?l’ti-ple?ks-ing) n. It’s not just a place to buy twelve-dollar nachos and eight-dollar popcorn while some kid kicks the back of your seat for two hours straight during a cheesy chick movie that your girlfriend made you watch even though you wanted to see The Bourne Supremacy. Multiplexing is a type of vehicle wiring system that doesn’t use a fuse box to distribute power to the headlights, stereo, and other accessories. Instead, it uses a microprocessor to distribute the power. The cool thing is you can program the microprocessor to move power any way you want, no matter how many aftermarket accessories you add to your truck. Find out more by visiting www.isispower.com.

Rising material costs have made it more tempting for fleets to consider cycling truck bodies and equipment. However, even though it may become more attractive in the future, such cycling typically isn’t cost-effective in most applications, according to fleet management officials.

Cycling Benefits Fleet

“We see with some degree of regularity certain customers contemplating refurbishing bodies for use on new chassis,” says Ken Gillies, manager of truck purchasing and engineering for GE Capital Solutions Fleet Services, based in Eden Prairie, Minn.

Customers believe that repainting and reinstalling the body would be cost-effective.

“As the cost of bodies increase, refurbishment can become more attractive, if a fleet can somehow fit it into their operation without a loss of downtime,” Gillies says.

“But from a general standpoint, we generally discourage our customers from doing refurbishing work for many of reasons.”

The cost of vehicle downtime to allow for remounting requires major consideration.

GE Capital Solutions Fleet Services does have a customer that cost-effectively cycles its bodies, specially designed to transport expensive, oversized panels standing on edge.

“But that’s a rarity,” adds Gillies, noting the company has the advantage of operating extra trucks, so it isn’t impacted by the downtime costs of having out-of-service vehicles during repair or maintenance.

Most fleets aren’t that fortunate — especially in today’s environment, when the trend is to cut back on the number of vehicles operated.

Cycling Costs Pile Up

Palm Beach County, Fla., incurs costs, for example, of about $100 per day for a work or dump truck to be out of commission, according to Doug Weichman, CAFM, director, fleet management division.

Allowing two months to refit a body and equipment onto a new chassis, downtime costs alone would total about $4,000, he adds.

“Beyond that you’d need the capability to do it, such as overhead cranes to pick the body off,” said Weichman.

There’s also the cost of changing out and upgrading older bodies to update company requirements, such as LED lighting.

If the fleet has switched from a different, low-bid chassis supplier, matching the older body to a different chassis can pose additional problems and expense. Such expenses include hydraulics, location of power take-off (PTO), or the chassis’ exhaust system, which has a different configuration.

Considering all the variables, “It’s not as easy as just unbolting a dump truck body,” said Weichman.

Weighing the economics, a fleet also must consider the lost value in selling an older complete truck versus selling just its cab-and-chassis.

Palm Beach County can sell a seven-year-old dump truck for $22,000 – $28,000 (with 12-yard capacity), but loses at least one-third of the profit when selling only a cab-and-chassis.

Still, county officials with a fleet of 4,500 vehicles, found it more cost-effective to refurbish a 10-year-old under-bridge bucket truck and recycle the bodies of some of its animal trucks.

The under-bridge bucket/aerial truck cost $268,000 to refurbish versus $400,000 for a brand new model. Refurbishment included sending the vehicle back to the original equipment manufacturer Aspen, and having it completely upgraded to the level of a new model.

The County’s animal cage trucks are viable candidates to have the bodies moved or reused, said Weichman.

“We did this in the past and we consider each truck as it comes up for replacement on a case-by-case basis,” Weichman adds.

The high cost of the bodies, about $15,000 each, favors their reuse. Their light weight, fiberglass construction and manageable size make them easy to handle. They don’t incur rust and are typically in good shape. And, having no hydraulics or other items to transfer, they’re relatively easy to bolt onto the back of a ¾-ton cab-and-chassis.

As an alternative, Palm Beach County has also sold these trucks to operators at dog tracks for 30 percent of the original purchase price to be used for transporting their greyhounds.

Cold Climates Face Different Issues

Kansas City, Mo., Central Fleet has tried cycling cranes, but with “limited success,” according to Sam Swearngin, CAFM, fleet superintendent.

Because of their expense, “We tried twice with truck-mounted cranes to take them off an old truck and put them on a new one with a new flatbed. But I’m not endorsing that,” says Swearngin.

The cranes were perceived as unreliable and lacked the remote control features of new models. The trucks ended up as “secondary units,” used just for emergencies — not exactly what the County had planned.

Like those in other cold climate areas, Kansas City’s truck bodies and mounted equipment are subject to the corrosive effect of salt, which largely precludes cycling. Dump bodies, in particular, often wear out more quickly than the cab-and-chassis.

Despite rising costs, Swearngin and fellow superintendents has been experimenting with — and spending money on — more expensive, corrosive-resistant steels to stretch out truck life.

“I’ve got trucks here 15 to 16 years old, and I wouldn’t have thought it possible in the past. We literally run them until there’s a catastrophic failure.”

“There are a number of strategies you can use to extend body life,” he notes.

Upgrades to “mild” steel proved inadequate for the fleet’s goals. However, Cor-Ten, commonly termed “weathering steel,” has worked well for Kansas City’s public works division trucks.

The mechanical properties of weathering steel depend on which alloy and the material thickness is. It has been used in bridge and other large structural applications.

“It gets surface rust, but not structural rust,” like mild steels, which are subject to structural failures,” said Swearngin.

In select applications for water department trucks, subject to year-around wetness and corrosion, fleet officials have also been experimenting with stainless steel.

“For a 14-foot tandem dump truck that needs the horsepower to pull backhoes costing around $140,000, you can put a second engine and transmission in it and still be ahead of the game, if everything is structurally sound,” said Swearngin.

T1/tungsten steel in the floor of dump trucks also permits doing away with underbody cross members, which catch hard-to-clean dirt and debris and contribute to premature rusting. “You get a nice, clean floor that goes all the way across,” he notes.

The under-bridge bucket/aerial truck cost $268,000 to refurbish versus $400,000 for a brand new model. Refurbishment included sending the vehicle back to the original equipment manufacturer, and having it completely upgraded to the level of a new model.

Refurbishing “Mini Pumpers”

Canadian fire/emergency-truck producer and refurbisher Holland Enterprises, based in Kakabeka Falls, Ontario, has also seen demand for cycling “mini pumpers.”

These are 1- and 2-ton trucks, scaled-down versions of pumper trucks that provide fire and protection services for cost-conscious customers.

Most fire apparatus vehicles don’t log many miles or hours on the engine. Typically, the bodies wear out much more quickly than the chassis.

Kevin Holland, operations manager notes that cost savings from refurbishment depend on the body’s condition, and the amount of work it requires.

Overall, truck operators need to give as much attention to preventive maintenance on truck bodies, as they do the chassis.

“People give a lot of attention to the chassis, but they often don’t realize the body requires maintenance the same as an engine,” Holland concluded.

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

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.

There’s no way this King Ranch model is going to be a work truck in the construction-site sense of the term. These top-of-the-line trucks exist for people who pull 36-ft (or bigger) fifth-wheels on a regular basis, might install a marble countertop in their weekend retreat and occasionally haul a couple of toys in the back. These people tend to have more disposable income than the neighborhood lawn service worker and they want to be comfortable while they cover thousands of miles with a very heavy trailer in tow. Oh, and there’s the ultra-rich horse owners, too. That crowd can’t find a truck that costs too much.

Yeah, this thing will do everything a stripped-down one-ton will, but most people buying this truck won’t be using it for dirty work.

This truck did great with 7000 pounds in tow and a bed full of tires and the entire front clip off an ’81 J10 pickup. There’s no way all that stuff would have fit in a standard truck bed with the gate up. And it wouldn’t fit on the trailer with the 1982 Grand Wagoneer back there, either.

The weight of the loaded trailer never came into play, either, even climbing hills or entering the highway. The truck rode perfectly level; all that weight simply smoothed out the actions of the suspension. The quality of the ride was totally comfortable. A half-ton truck with the exact same load in tow was much less stable and comfortable. People will point out that half-ton trucks are rated to tow 10,000 pounds or better these days, but they aren’t nearly as stable as their heavy-duty cousins.

The TowCommand system is another feature that makes the upgrade to a Super Duty worthwhile for regular towing. The built-in brake controller is among the best brake controllers in the world because it takes advantage of the endless array of vehicle sensors for everything from speed to traction to knowing exactly how hard the brake pedal is being depressed. No aftermarket controller knows what the driver is doing as well as this unit does. It was very easy to dial in the amount of gain for the trailer and adjust it as needed.

The tow/haul mode on the transmission is another godsend for haulers. It actually provides compression braking when going down hills.

Saleen made its reputation in Mustangs, producing tens of thousands of them in the more than 20 years of the company’s existence. Mustangs are fine things to make, since everyone loves to go fast. But when you look at the numbers, Ford sold only 166,000 Mustangs last year while moving almost 800,000 F-series pickups.

Now, we ain’t necessarily math wizards, but it appears there are more truck customers than Mustang buyers. This occurred to Steve Saleen, too, and he made the S331, Saleen’s first large-scale custom truck. (He did a production run of 50 Ranger pickups for homologation purposes in his wild SCCA truck-racing days in 1987. “Of all the racing I’ve done, the trucks were by far the most fun,” Saleen said.)

The S331 has everything you’d expect of a Saleen: a big fat supercharger underhood, big fat wheels and tires in the wheel wells and big fat aerodynamic add-ons over the rest of it.

The aero stuff is solid injection-molded plastic and includes about every edge of the truck—grille, skirts and rear spoiler, to name three. The hood is aluminum and includes a hole for “heat extraction.” Saleen engineers say the heat extractor hole works.

Air goes to a two-stage intercooler on the S331 Supercharged model from a 2.3-liter screw-type compressor. The screws are from Lysholm, but Saleen designed the rest. The air makes just one bend before feeding into the blower, located in the valley of the V, and then into the intake runners. Because the flow is so smooth, temperatures stay lower, and the whole thing needs only 5.5 psi of boost to bring power to 450 hp and torque up to 500 lb-ft. The normally aspirated S331 three-valve model still gets 325 hp and 380 lb-ft with bigger injectors, better airflow, custom accessory pulleys and a reflashed chip.

All that power stays on the road with a customized suspension—lower springs in front and Sachs shocks at all corners. Those are 23-inch forged wheels in the wells, bigger than even those on the out-of-production Dodge Ram SRT10, which has 22s.

There are two brake choices on the S331: 13.0-inch front and 13.7-inch rear vented discs or 15-inch slotted and vented rotors with six-piston calipers front and stock rear binders. The rear wheels are staggered offset to give the back end a wider, more stable stance.

Yes, there are kits from Roush that make 445 hp, and you could buy one of the last SRT10s on dealer lots to make similar power. The difference, Saleen says, is that his rig can haul as well as haul. We rode along in an S331 towing a Baja 26 Outlaw powerboat that, together with its tri-axle trailer, weighed about 7000 pounds. The S331 didn’t flinch.

The next day, we took the same truck to the Saleen Driving Experience, an autocross setup designed to teach new Saleen drivers the intricacies of proper car control. Again, the S331 felt fun, or as much autocross fun as may ever be possible in a 5500-pound, leaf-spring-rear truck. It was certainly more fun than a stock F-150 could provide.

Cost ranges from about $54,000 to $64,000. Again, we ain’t good at math, but that’s a lot of money. The Roush Stage 3 is about $56,000. The SRT10 is/was $45,000. Saleen has a deep cadre of loyalists, though, many of whom need or want trucks.

“The potential market for this is more than what we do with Mustang,” said Saleen. “Our dealers said three-quarters of their sales are trucks, so it made sense.”

The first F-series truck (known as the Ford Bonus-Built) from Ford was introduced in 1948, replacing the company’s previous car-based pickup line. It was a modern-looking truck with a flat, one-piece windshield and integrated headlights. Options were the “See-Clear” windshield washer (operated by foot plunger), passenger side windshield wiper & sun visor, and passenger side taillight. The F-1 truck was also available with additional chrome and two horns as an option. All F-series were available in “Marmon-Herrington All Wheel Drive” until 1959.

The F-series was redesigned for 1953 with a more integrated look. The pickups also acquired their familiar names: The F-1 now became the F-100, the F-2 now became the F-250, and the F-3 now became the 1 ton F-350. Starting on the 1956 models, Ford offers the very rare “Low GVWR” versions of each model. Interior amenities were new, including a dome light, lighter, arm rests, and sun visors. On March 13, 1953, “Ford-O-Matic” automatic transmissions became an option.

The truck was restyled again in 1957 with a hood that now sat flush with the fenders and a new chrome grille. In the back, the traditional separate-fender body was now called flareside, while a new smooth-sided look was known as styleside. Four wheel drive drive-train, which was once outsourced to Marmon-Herrington is now produced in-house by Ford Motor Company in 1959 to the present time. Ford still offers a “Low GVWR” version of each model. In May 1957 Ford discontinued making all trucks at the Highland Park Ford Plant in Highland Park, Michigan. All heavy trucks were transferred to the Kentucky Truck Assembly in Louisville, Kentucky. All light and medium trucks were transferred to 10 other plants in the USA.

The truck was completely redesigned for 1961 with a wider look, and unibody trucks were built with an integrated cab and box. Power was over 200 hp (150 kW) with the 1965 refresh of the powertrain. In 1965, the Twin I-Beam front suspension was introduced with coil springs. The 1965 and 1966 trucks have a “TWIN I-BEAM” emblem on the front fender. A 4-door crew cab version was also introduced in 1965, still a popular option. Ford still offers a “Low GVWR” version of each model.

Another refresh came in 1967 along with a familiar name: the upscale Ranger trim line in addition to the base and Custom Cab trim levels. In 1968, federal regulations required all automotive manufacturers to add side marker reflectors or lights, so Ford redesigned the hood emblems to incorporate reflectors.[3] [4]The same year the trucks received larger versions of Ford’s FE engine family with the introduction of the 360 and 390 cubic inch engines. The 302 became an option in late ‘69. The top trim for 1970 was now named Ranger XLT with Ranger, Sport Custom and Custom rounding off the rest of the line. The fifth generation bodies were noted for durability and simplicity of design making them a favorite for restoration.

The truck was redesigned in 1973 with an automatic transmission option. In 1973, the new model was the Super Camper Special which was designed for the much heavier slide-in campers coming on the market at that time. Other changes included the 1974 introduction of the extended super cab version. The F-150 was introduced in 1975 with a maximum payload of 2,275 lb when properly equipped. With the 1/2 ton F-100 still in production, the new F-150 was referred to as the “heavy half” ton. The grille for the 1973 model year featured two silver-metallic plastic inserts divided by an aluminum bar that was part of the main grille frame, with the letters “F O R D” spaced out in a thin rail in the upper part of the grille. Large round headlights were on either side of the grille with the park/turnsignal lamps placed above in the same rail where the “FORD” lettering was. In 1976, this familiar “split-grille” design was facelifted slightly to feature black accents around the headlights and a refined appearance overall. 1977 was the first year for smaller cowl insignias moved near the windshield and the last year for the medium-duty F-500. In 1978, the round headlight design was retained for the regular Ranger and Custom trim levels. The XLT and “Lariat” trim level incorporated rectangular headlights with optional chrome headlight doors and chrome grille insert. The split grille design was overhauled in favor of a single-piece grille insert design. The headlights were also placed in a more stylized “insert” themselves, and the park/turnsignal lamps were now placed below the headlights. A luxury Lariat trim was also introduced for 1978. In 1979, the round headlights were replaced by rectangular headlamps across all the trim levels and the surrounding grille insert that framed the headlamps was now available in either black, or chrome to match that of the aluminum grille frame. Additionally, an optional chrome-plated “F O R D” letterset could now be seen on the hood immediately above the grille.

The next major redesign came in 1980. The new truck had a squarer look, with sharp lines and flat panels. The Ranger trim line was dropped from the F-Series in 1982, since that name was to be applied to the new Ford Ranger compact pickup, which replaced the Ford Courier mini-pickup line. Trim options were now XL, XLS, XLT, and XLT Lariat. The big-block 460 in³ V8 was dropped for 1980, but added again in 1983 along with the 6.9L V8 diesel option. The new Essex V6 was added in 1982, but dropped after 1983. The F-100 was dropped as the base model at the end of 1983, being replaced in the Ford truck lineup by the new Ranger, and the now-familiar F-150 took its place as the base model F-Series truck for 1984. In 1985 fuel injection became optional in the 5.0 L model. In 1986 this became the only 5.0 L model offered. Also through the mid 80’s some 4.9L trucks were equipped with the C-6 heavy duty automatic transmission. Being the 4.9 was known as “the engine that will run forever” and the C-6 being Ford’s most heavy duty automatic transmission this proved to be a very durable powertrain combination and would be a rare find today as not many were built. This was commonly called the 6+6 package. (due to the I-6 engine plus the C-6 transmission)

The 1987 design was more streamlined, and maintenance items were made simpler. Rear antilock brakes were now standard, and the first truck to boast this. The manual transmission was revised with five speeds in 1988, and the flareside box was dropped. For 1987 the 4.9 L had standard fuel injection; for 1988, the 5.8 L and 7.5 L also gained fuel injection, with 1988 being the first year no carbureted engines were offered. 1988 also saw the replacement of the 6.9 L diesel with a 7.3 L International Harvester IDI diesel.

The 1992 truck received a new aerodynamic-looking front end, a new dashboard, and the flareside bed returned. The Lightning Performance Truck appeared in 1993, with more than 20 industry “firsts” or pilot applications, including 17″ aluminum wheels, gas-charged shocks, and performance handling developed by world-champion driver Jackie Stewart. A CD player option was new for 1994, as was a driver’s-side airbag, “CHMSL” third brake light, brake-shift interlock, and CFC free A/C. Following the lead of the Explorer, an Eddie Bauer trim line was added for 1995.

In February 1997, Ford sold off its class 8 heavy truck (”AeroMax” & “Louisville”) operations to Freightliner LLC which were renamed Sterling (from an early White Motors brand). This was so that Ford could dedicate its Kentucky Truck Assembly facility to a more profitable light truck production of the upcoming all new F-250 to F-550 Super Duty series. Ford re-entered the class 6 and 7 medium-heavy duty truck market in 1999 with the introduction of the F-650 & F-750 Super Duty built at the Blue Diamond Truck Company plant in Escobedo, Mexico (which is a 50/50 joint venture of Ford and Navistar). The F-150 was then assembled at 2 locations; the Kansas City Assembly in Claycomo, Missouri and at the Dearborn Truck plant (which is a part of the large River Rouge Plant complex) in Dearborn, Michigan.

In 2004, Ford redesigned the F-150 using the new P2 platform. The side windows also changed to a Kenworth “Daylight Door” and Ford Super Duty-like appearance; dipping towards the front of the door. Initially, only Ford’s 4.6 L Triton and new 3-valve 5.4 L 3V Triton V8 engines and automatic transmissions were offered on the new trucks. Work-oriented versions with an available 4.2 L Triton V6 and manual transmission debuted for 2005. This generation of F-150 is identifiable by the 3 total ‘F-150′ body badges with black numbers/letters on a chrome background (like the 2nd generation of Super Duty). This truck is also identifiable by the large blue Ford oval in the middle (like the 3rd generation of Super Duty) and the ‘F-150′ body badge to the left side on the tailgate.

* New F-450 pickup joins lineup, offering industry leading towing capacity in excess    of    24,000 pounds and maximum payload of more than 6000 pounds.
* New 6.4-liter Power Stroke ® Diesel delivers quiet, clean power
* All-new interior redefines tough luxury
* Industry-first, integrated Tailgate Step and stowable bed extender offer customer        -driven  solutions for cargo-hauling flexibility
* Industry-exclusive PowerScope power-fold, power-telescoping trailer-tow side mirrors  enhance towing convenience
* Refined chassis and suspension improve ride and handling
* Exterior design changes maintain bold, American look, improve capability
* Tow Command System features integrated trailer brake controller
* TorqShift™ transmission improves towing performance
* Launch of full 2008 Super Duty lineup scheduled for early 2007

Always a hotbed for customization trends that push the boundaries of taste, SEMA starts October 30 from Las Vegas. The conceptual drawings and photos of the first three out of nine SUVs, CUVs, and trucks are below, along with Ford’s official descriptions of each.

Ford Edge by MRT-Direct MRT-Direct ups the “sport” in crossover sport utility with this extremely lowered and lavished Ford Edge. The 3D Carbon body kit is further accentuated with an MRT Leading Edge hood, rear fascia and black chrome exterior trim. The 3.5-liter turbocharged Duratec V-6 uses a Turbonetics air-to-air intercooler, MRT Aero turbine performance exhaust with calibration by Calibrated Success and Ford Racing Performance to drive all four 22-inch Boss Motorsports wheels and Dunlop tires. An H&R Street performance suspension keeps things under control. The performance theme is carried top the interior sporting Sparco Modena sport seats and Stewart Warner gauges. An ARC Audio system supplies the tunes while Ford’s exclusive SYNC hands-free communications system lets you keep both hands on the wheel at all times.

FMS Escape Escape the everyday with this custom Ford Escape by ATS Design. The Escape is ready for its getaway with a custom grille and racing-inspired front fascia that houses PIAA driving lamps in the lower corners. Side skirts, rear valence and rear spoiler complete the body transformation. An Eibach suspension provides a 2-inch drop over a sharp set of 20-inch Estorils by TSW Wheels. A Gibson performance exhaust delivers a throaty exhaust note from the 3.0-literV-6 while rear seat passengers enjoy INVISON Industries Revolution 2 DVD screens mounted in the headrests.

Lincoln MKX by Barry’s Speed Shop This custom ride could easily be classified as ‘dessert.’ The delicious interior, bathed in supple Katzkin leather and suede, provides the perfect ambience to enjoy the INVISION Revolution 2 DVD screens in the headrests and Blaupunkt premium audio with 12-inch tube subwoofer. The Lincoln crossover is bathed in luxurious PPG black paint and dressed in a 3D Carbon body kit with custom grille, trim and blacked out tailamps by Barry’s Speed Shop. An H&R suspension kit lowers the MKX over a sweet set of SRRC Wheels that show off the Baer Brakes custom rotors.

I posted on TGG about TC vs SC and in addition to the information I received on chargers, I also got great information about stroking engines too! Olddog on TGG is a great source for info and I give him many thanks!

Essentially, this thread is for all engines. Any blower can be made to work on any of our F-150 engines, including the 4.2L, with a little extra work. But, I have been cautioned, you really should purchase a complete kit versus putting your own kit together unless you really know what you’re doing…and I don’t just mean you know what parts you need. However, all that being said, don’t just go out and buy a kit. Call the manufacturer and talk to them about their kit and find out what they say you’ll need to do to make it work for you!

The 2008 F-250 SD Regular Cab 4X4 is a 2-door, up to 3-passenger full size pickup, available in two trims, the 137-in. WB XL Style side and the 137-in. WB XLT Style side.

Upon introduction, both trims are equipped with a standard 5.4-liter, V8, 300-horsepower engine. A 6-speed manual transmission with overdrive is standard, and a 5-speed automatic transmission with overdrive is optional.

Standard Features are:
Transmission – 6-Speed Manual Transmission With Overdrive
Steering – Power Recirculating Ball Steering
Suspension – Independent twin coil mono beam front suspension with coil springs and heavy-duty gas shock absorbers. Live Solid axle rear suspension with leaf springs.
Electrical
* 72-Amp/Hours Battery With 650 Cold Cranking Amps
* Cigarette Lighter With Ashtray
* Front Power Outlet, Integrated With Cigarette Lighter
* 115-Amp Alternator
Black rubber flooring. Brakes are powered by Front 347-mm Disc brakes and rear power 340-mm disc brakes with vacuum boost.
Locking hubs are manual with four-wheel antilock brakes.
While thinking about Safety it is nice to have several features like Driver and passenger airbags, latch, seat belt adjuster, side guard door beams. Seats are made up of vinyl. Considering storage, there are 2-cup holders, glove box, cargo area was tie down hooks and straight side pickup bags.

Delayed courtesy light and dual map lights are adding glow to interior lightings and halogen headlight to exterior. There was Radio antenna with AM/FM radio with 2 speakers. Wheels with BRLT245/75ER17 BSW and they are continental All-Season tires.

That aside, there is something undeniably cool about this concept car, and despite ourselves we loved it for its pure American ethos. This is no gas guzzler though as the F-250 showcases some serious new environmentally friendly technologies.

For starters, it is the first vehicle ever to feature ‘Tri-Flex’ fuelling, meaning it can run on hydrogen, regular petrol or E85 (85% ethanol). Thanks to large storage tanks, Ford claims that the F-250 can run for 500 miles between fill-ups too.

Under the monstrous bonnet of the concept lies a polished and quite fake looking V10 engine with a supercharger bolted on top. We took a closer look and actually, all the bits look real. Sure enough,it is. There is precious little detail about this incredible engine available other than the possibility at running with ultra low CO2 emissions when running on hydrogen.

Extravagant as the smooth exterior of the concept is, with its shiny 24-inch wheels appearing to be just about big enough, the interior is even more indulgent. Walnut wood panelling is everywhere, lined in aluminium slashes to ensure it appears contemporary.

The dashboard and instruments are ultra modern, yet in keeping with the rest of the cockpit. The four huge seats are trimmed in durable, but comfortable brown leather so calledthe high end of rugged elegance.

* New F-450 pickup joins lineup, offering industry leading towing capacity in excess of 24,000 pounds and maximum payload of more than 6000 pounds
* New 6.4-liter Power Stroke Diesel delivers quiet, clean power
* All-new interior redefines tough luxury
* Industry-first, integrated Taligate step and stowable bed extender offer customer-driven solutions for cargo-hauling flexibility
* Industry-exclusive PowerScope power-fold, power-telescoping trailer-tow side mirrors enhance towing convenience
* Refined chassis and suspension improve ride and handling
* Exterior design changes maintain bold, American look, improve capability
* TowCommand System features integrated trailer brake controller
* TorqShift transmission improves towing performance

Ford F-Series Super Duty, the industry’s leading heavy-duty work truck and a mainstay of businesses throughout America, has been overhauled for the 2008 model year. Ford’s Super Duty pickup has been the leader in the over 8,500-pound truck segment since launch, offering best-in-class payload, gross vehicle weight ratings (GVWR) and trailer tow ratings. The new Super Duty, will help ensure that Ford Motor Company maintains its nearly 30 years of leadership in the pickup truck business.

Offered in three cab styles – Regular Cab, SuperCab and Crew Cab – and with two bed lengths, the new Super Duty will feature a bold look inside and out, an all-new, more powerful, state-of-the-art Power Stroke Diesel and a host of unique, innovative features not found on any other truck. And the line of Ford Super Duty trucks has been expanded for 2008, with an even more capable workhorse: the new F-450 pickup.

Every aspect of the new line of Super Duty trucks, including capability enhancements, design changes and feature innovations is uniquely designed after spending a great deal of time talking with – and listening to – our customers.

Unlike competitors who simply modify their existing light-duty trucks, Super Duty utilizes its own unique architecture, designed and developed specifically to meet the needs and demands of the over 8,500-pound truck customer. This unique approach, with two dedicated architectures, is just one reason why the Ford F-Series has been America’s best-selling truck for 29 years and why Super Duty has dominated its segment, outperforming and outselling the competition every year since launch.

This have been able to attract customers and pull big share numbers with Super Duty because we made the decision to set Super Duty apart from the rest of the segment,” . . Just being able to say that been America’s best-selling truck for 29 years says thatford have been here, understanding and consistently meeting the needs of the true truck customer.”

The Super Duty customer isn’t the guy who buys a pickup because it’s cool to have a pickup. These guys are working with this truck .

For true truck customers, Super Duty is their life-blood, serving the multifaceted aspects of their lives. Whether towing a backhoe to the construction site or towing a boat to the lake, they demand a truck that is capable and dependable. Super Duty consistently meets those needs.

2. Approved shops are beholden to tightfisted insurers. Auto insurers contract with providers to repair vehicles for a pre-negotiated rate (think of it as managed care for sick cars). And your car could be the victim of cost cutting. Some practices, such as requiring low hourly labor rates and making the shop pick up the rental car tab if a repair takes too long, could tempt shops to cut corners — by, say, neglecting to align the wheels or using plastic filler in a dent rather than replacing the sheet metal. “Insurers have wired the shops to give them so many discounts that, to stay alive, the shops often do the bare minimum,” says Erica Eversman, of Vehicle Information Services, which provides consulting and forensic experts for both insurers and consumers. For a list of independent shops that meet certain quality criteria, go to Assured Performance Collision Care.

3. Not all replacement parts are created equal. Original-equipment manufacturer (OEM) parts are designed to match precisely and may be safer. But insurers prefer that shops use generic or salvage replacement parts because they’re cheaper. If you cause an accident, you could be bound by wording in your policy to use aftermarket parts or pay the difference for OEM parts. But if someone hits you, tell the shop to use OEM parts.

4. The due date is most likely fiction. Mechanics routinely blame missed deadlines on delays in parts delivery. The truth is that many of them take on more business than they can handle. Before you commit your business to a shop, check the local Better Business Bureau and government consumer-affairs offices for complaints against it.

5. A rented car will cost you. Renting a car for three weeks could cost $1,000 or more. Even if you have optional rental-car insurance (which costs $1 or $2 a month), your daily reimbursement may be limited to the cost of a compact car. If you need a minivan while your car is in the shop, make sure you have minivan-size coverage.

6. Your car needs a shop that speaks its language. Many European cars use aluminum and ultrahard steel that require special equipment to repair. Plus, replacement parts for late-model European vehicles have to be fit with an especially high degree of precision. Shops should be certified by the manufacturer to do the work, meaning they must have specialized training and equipment — and charge higher rates. Insurers won’t necessarily recommend these shops, but they should be willing to pay the tab.

7. The insurer’s warranty isn’t all it’s cracked up to be. Insurers sometimes dangle warranties on the parts (for as long as you own the vehicle) to entice you to go to shops in their network. But the body shop’s guarantee is the one that’s important. Nearly all shops will guarantee their work, and parts makers guarantee their parts, making the insurance warranty all but worthless.

• Alternative Fuel – Natural Gas
• Blue Oval Certified
• Business Preferred Network – Sales & Service
• Business Preferred Network – Service Centers
• CAT Certified Diesel
• National Fleet Parts Pricing
• QualityCare Service Centers
• Quick Lane
• Rental Car
• Saturday Service Hours
• SVT

DEARBORN, Mich., Feb. 16, 2007 – Fresh off a major Super Sunday appearance, the newly launched 2008 Ford F-Series Super Duty hits high gear with top billing at NASCAR’s Daytona 500 race, including a record road trip, massive displays and new versions of the truck’s Super Bowl ad. Ford’s boldest, most capable and toughest truck ever will be promoted heavily throughout the NASCAR season as part of a massive marketing launch that trumpets the pickup’s “Built Ford Tough” pedigree as it set new standards for Ford’s rigorous truck development testing.

“This is a super February for Super Duty as we launched the new truck on the Super Bowl and build on that at NASCAR’s biggest race,” says Cisco Codina, Ford’s group vice president of North American Marketing, Sales and Service. “Its presence at the races, on the football field and on the street is a fitting way to celebrate 30 years as America’s best-selling truck.

The new truck also is quickly racking up accolades, including the most prestigious truck award in the largest pickup market in the country. This is the fourth consecutive year that the Texas Auto Writers Association has named F-Series the “Truck of Texas” – a feat unmatched by any other manufacturer – as the new 2008 F-Series Super Duty took the award amidst one of the most intense years for new truck launches.

F-Series Powers the Daytona 500
Viewers tuning into the Daytona 500 broadcast on FOX will see a new 30-second Super Duty commercial highlighting the powerful 6.4-liter Power Stroke® diesel engine that produces 350 horsepower and 650 foot-pounds of torque. The ad shows the diesel engine with dual turbochargers and Ford Clean Diesel Technology being assembled before viewers’ eyes.

“Race fans are very loyal truck buyers – the parking lots at NASCAR events are filled with F-Series pickups,” says Todd Eckert, Ford Truck marketing manager. “Ford trucks have been a part of NASCAR for decades, and we will continue to build on that strong foundation by pushing the new F-Series Super Duty heavily at the Daytona 500 and beyond,”

Ford racing fans are invited to attend the “Super Duty Saloon” at one of Daytona’s most popular waterfront clubs, the Ocean Deck Restaurant and Beach Club, Feb. 15-17. At the event, fans can enter a live drawing for a chance to win an all-expenses-paid trip to the Ford Championship Weekend NASCAR finale in Homestead, Fla., Nov. 16-18.

Ford NASCAR drivers will make special appearances to sign autographs and participate in live question-and-answer sessions. The new Super Duty also will be featured in interactive games, offering the chance for fans to win Ford Racing prizes and giveaways. In addition, the Ford lineup of vehicles will be on display.

The Ford truck racing efforts – including a major presence in the NASCAR Craftsman Truck series – are part of Ford’s strategy to reach out to customers where they live, work and play. Ford research demonstrates tremendous loyalty among the growing NASCAR fan base of 75 million people worldwide. Two-thirds of Ford Truck owners are racing fans, and 60 percent of the owners specifically say they follow NASCAR racing. In general, 72 percent of NASCAR fans are loyal to products they see associated with the race series and their favorite drivers.

70,000-mile Road Trip

The “Bold Endures” F-Series Super Duty team will finally take a quick break and make its first big public splash at Daytona 500 after traveling more than 70,000 miles across the nation. The team’s record road trip adds to the stories behind America’s toughest road test, created to demonstrate the new 2008 F-Series Super Duty’s “Built Ford Tough” pedigree.

Two “Bold Endures” teams and traveling across the country 24 hours a day, seven days a week, stopping only f or regular maintenance and driver changes. The two 2008 Ford F-450s will travel 150,000 miles through 49 states and six Canadian provinces, towing a trailer with up to 18,000 pounds. They travel an average of 1,000 miles a day in all types of terrain, elevations and weather conditions.

Ford may not reveal the 2008 Super Duty’s price or the Power Stroke’s fuel economy until closer to launch. The overhauled line of Super Duty trucks, including the new F-450, the biggest consumer pickup ever offered by Ford will be in dealers early this year.