The first F-Series, called the F-1 (half ton), F-2 (three-quarter ton), or F-3 (Heavy Duty), were introduced as 1948 models. A few “modern” improvements over Ford’s previous pickups were smoother body contours, integrated headlights, a bigger cab and a one-piece windshield. Two engines were available: a 226-cubic-inch inline six rated at 95 horsepower and a 239-c.i. V8 that put out 100 horses.

1951 brought a new base engine, a 215-c.i. inline six with 101 horsepower.

The F-Series continued through 1952 with some cosmetic revisions (such as different grille inserts) as well as mechanical upgrades (such as a waterproof ignition) to improve performance and durability.

1953-1956

A somewhat sleeker look appeared for 1953, with the hood flowing into the grille and front fenders, as opposed to sitting on top of them. The consumer-oriented pickups were now called the F-100 and F-250. Heavy-duty versions were renamed F-350.

For 1954 the “Mileage Maker” inline six grew to 223 c.i. and put out 115 horsepower. The 239 “Power King” V8 kicked out 130 ponies. A “Driverized Cab” option provided such luxuries as armrests, a dome light, a cigar lighter and sun visors. Minor cosmetic updates, mainly in the grille area, continued through 1956. Horsepower also increased, with the six rated at 137 horsepower and the V8 (increased in size to 272 c.i.) pumping out 173 horsepower.

1957-1960

A modern restyle occurred for 1957 with a lower hood that was now flush with the front fenders. Two body styles were available, the traditional Flareside with its separate rear fenders and a new Styleside model with smooth sides that lended a more unified appearance.

A new grille debuted for 1958.

1959 saw a larger V8 (292 c.i., 186 horsepower), the availability of four-wheel drive and two-tone interior trim along with the traditional front-end freshening. The clean ‘59 grille gave way to a heavy, bug-eyed scheme for 1960.

1961-1966

1961 brought a complete redesign. The F-Series went back to single headlights and the trucks were lower and wider than before. Flareside and Styleside boxes continued to be available, and the Stylesides had a one-piece cab and box for a smoother look.

Yearly grille changes again took place, and in 1965 three new engines debuted: 240- and 300-c.i. inline sixes, with 150 and 170 horsepower, respectively, and a 352-c.i. V8 with 208 horses.

1967-1972

A new, smoother body style debuted for 1967 that also provided a roomier cab with more glass area. Three trim levels; base, custom and Ranger were now offered. The Ranger had carpeting, plusher seats and chrome exterior trim (such as the grille) standard.

In 1968 functional improvements came about: a new, 360-c.i. V8 replaced the 352, and a 390 V8 was now available. F-100 models featured a new, “Mono-Beam” front suspension with coil springs instead of the leaf springs, which the F-250s still had.

A Crew Cab (four-door pickup truck) was offered for 1969.

1970 offered F-Series buyers a choice of four trim levels: Custom, Sport, Ranger and the top dog Ranger XLT. A 302-c.i. V8 with 220 horsepower was now optional in addition to the former engine choices.

Grille designs changed slightly to update the 1971 and 1972 models.

1973-1979

Ford’s popular pickup was updated and improved in many ways for 1973. A beefier frame, a roomier cab, an optional 460-c.i. V8, an optional automatic transmission and revised.front suspension were the more notable functional changes. A new body topped these changes and featured a concave groove that ran the length of the body and a cleaner grille with integrated turn signals.

The big news for 1974 was the introduction (late in the model year) of the extended cab version of the F-Series, called the SuperCab. A SuperCab was available only with the Styleside body and could be fitted with either a bench seat or a pair of jump seats in the rear compartment.

The F-150 debuted for 1975. A half-ton pickup, the F-150 filled the gap between the F-100 and F-250 as it was a bit more “heavy duty” than an F-100 though considerably less so than the F-250. In that year, more than one-third of F-Series sales were comprised of the new F-150.

Aside from minor facelifts in the grille area, the F-Series continued through 1976 with little change.

Engine choices were revised for 1977 with 351- (163 horsepower) and 400-c.i. (169 horses) V8s replacing the 360 V8 option.

For 1978, the 300-c.i. inline six (114 horsepower) became the standard base engine and square headlights debuted (on all models except Custom). The luxurious Ranger Lariat was introduced that year as well as a new, more massive grille.

1979 brought square headlights for all F-Series trucks.

1980-1986

Entering the eighties, Ford’s 1980 trucks sported an evolutionary, more aerodynamic redesign. The face of the hood was slanted rearward, the grille had a cleaner look and the body sides were more chiseled with a flatter accent groove. The SuperCab’s quarter windows were split for a twin window effect. A bonus of the revamped interior was 10 percent more legroom. Flareside (regular cab only) and Styleside (regular or SuperCab) styles were again offered and the big 460 V8 was dropped from the option list. The four-wheel-drive versions adopted an independent, coil-sprung front suspension design called “Twin-traction beam.”

1982 saw the “FORD” letters on the hood replaced by the blue Ford oval in the grille center and the fitment of new, “lubed for life” ball joints. The Ranger name was dropped from trim lines, as it would be the moniker for a new compact pickup that Ford introduced later that year. F-Series models now consisted of base, XL, XLT and XLT Lariat.

1983 saw engine offerings increased to again include the 460 V8 (or 7.5-liter, as now engine sizes were referred to in liters) with 245 horsepower and a 6.9-liter diesel V8. The diesel had less horsepower (170 horses) than a gas engine of equal size but a lot more torque for heavy hauling and towing duty. And this was the last year for the F-100, as the F-150 became the new base truck for 1984.

No changes occurred for 1985 and 1986.

1987-1991

After being the best-selling vehicle (that’s right, not truck but vehicle, which includes cars and trucks!) for nine straight years, Ford made evolutionary changes to the F-Series in 1987. A new front end featured flush headlights (which required only the bulb, not the whole headlight to be replaced), wraparound parking lights and a simple grille with 12 rectangular openings. New front fenders, hood and bumper added to the new, more streamlined look. A revised instrument panel had more legible gauges and a bigger glove box. Maintenance was made easier via an easy-access fuse box and simplified belt replacement for the alternator, power steering pump and A/C compressor. Safety took a leap forward with antilock rear brakes, as Ford was the first company to make this feature standard on trucks. The 4.9-liter inline six received fuel injection and a healthy 20 percent increase in output, for a total of 150 horsepower. And later in the year, the 7.5-liter V8 also benefited from the fitment of fuel injection.

1988 saw the SuperCab offered in a shorter (139-inch versus 155-inch) wheelbase and all engines were now fuel injected, including the 5.0- and 5.8-liter V8s. The Flareside body style was dropped. Horsepower for the various engines stood at 150 for the 4.9-liter inline six, 185 for the 5.0-liter V8, 210 for the 5.8-liter V8, 230 for the 7.5-liter V8 and 180 for the now 7.3-liter (up from 6.9 liters) diesel V8. Four-speed manual gearboxes were replaced with five-speed units.

A new silver and black grille replaced the all black unit for 1989 Custom and XL models. SuperCab models with the optional captain’s chairs had a tilt and slide feature on both sides that afforded easier ingress and egress for rear seat passengers. Later in the year, automatically locking front hubs (on F-150) came on line as standard equipment, and manual locking hubs were made optional for those who preferred them.

1990 was the year of the Package. A heavy-duty service package, ideal for snowplow operators, consisted of a heavy-duty battery, high-capacity radiator and skid plates. And a sport appearance package included fancy wheels and a large tape stripe adorning the pickup’s flanks. An electronically controlled, four-speed unit was now offered which promoted better fuel economy and reduced engine wear.

Automatic hub locks were made standard for F-250 and F-350 trucks for 1991. And as with the F-150 the year before, the manual hubs were optional. Helping to make the transition from two-wheel to four-wheel drive even easier was an optional (on models with the 5.0-liter V8/automatic overdrive transmission) “Touch-Drive” electronic transfer case control that put the truck into four-wheel drive with the press of a dash-mounted button. Two-sided galvanized steel was adopted for the hood, tailgate and doors to help fend off body cancer (rust). The oddly named “Nite” package debuted this year as an option for the XLT Lariat and featured blackout trim, alloy wheels with 235/75/15 white-lettered tires, sport suspension and the obligatory decals.

1992-1996

Taking the aerodynamic approach a step further, the 1992 F-Series was facelifted with a smoother nose that had the front light clusters and bumper ends angled back slightly. “Aero” mirrors and a revised tailgate completed the fresh look. A new instrument panel contained easier-to-use controls and a power point. Plusher seats and door trim made the interior more inviting, and SuperCab models offered a large, optional console in addition to standard three-point rear seatbelts. And after a four-year hiatus, the Flareside version returned in 1992.

For 1993 the Custom model was dropped, as the XL became the new base model. The Sport Appearance was also axed. Raising the seat cushion and adding padding improved rear seat comfort in SuperCab models. The aptly named Lightning, with its tire-smoking 240 horsepower, 5.8-liter V8 joined the popular F-Series lineup. More a boulevard brawler than workhorse, the Lightning was available only in a standard cab, two-wheel-drive configuration.

Safety upgrades took place for 1994 when a driver’s side airbag (except on heavy-duty models), side door beams and a high, center-mounted third brakelight debuted. A couple of new options showed up this year: a CD player and a 40/20/40 front seating arrangement that had a center seat which converted to an armrest with a built-in storage compartment and cupholders.

Still on top of the sales charts as the No. 1 selling vehicle, the F-Series brought a new model into the fold for 1995: the Eddie Bauer edition. Named after the outdoor gear and apparel company favored by yuppies, the Eddie Bauer F-Series was the most luxurious Ford pickup available, with features such as two-tone paint, air conditioning, power everything, stereo with cassette, alloy wheels and the 40/20/40 front seat. A new 7.3-liter, “Power Stroke” turbodiesel became optional on F-250 Heavy Duty pickups. Matched to a four-speed automatic gearbox, the new engine put out 210 horsepower and 425 foot-pounds of torque, making it ideal for heavy hauling and towing applications.

Two models were dropped and two were added for 1996: F-150 Flareside and Lightning models met their demise and shorter-wheelbase versions of the F-250 Heavy Duty SuperCab and Crew Cab debuted. The short-wheelbase versions had a bed length of 6.75 feet versus the 8-foot bed of the longer-wheelbase trucks.

Current Generation

Ford took a risky route and went for a very different look when it redesigned its F-150 in 1997. The best-selling vehicle, let alone truck, in America for 13 years now sported a smooth jellybean-like style that stands in sharp contrast to the chiseled box look that endured for so long.

A trio of new engines are charged with propelling the F-150: a 4.2-liter V6 with 202 horsepower and 252 pound-feet of torque, a 4.6-liter V8 rated at 231 horses and 293 lb-ft and a 5.4-liter V8 pumping out 260 horses and a stout 350 lb-ft of twist. (Note: Engine specifications are for 2002 models.)

As before, a dizzying variety of F-150s are offered. Regular cab, SuperCab (extended cab) and SuperCrew (a crew cab introduced for 2001) body styles cater to passenger-carrying requirements. A choice of standard or Flare side bed styles are offered (except on SuperCrew — standard bed only) and trim levels consist of base XL, midlevel XLT and plush Lariat. In addition to those, the Lightning made its tire-scorching comeback in 1999 sporting a supercharged 360-horsepower 5.4-liter V8, high-performance suspension, 18-inch wheels and a quarter-mile time of around 14 seconds. Another special F-150, the Harley-Davidson edition came along the following year. The Harley edition (based on a 2WD SuperCab) came with black paint with orange accents, huge (20-inch) wheels, special leather interior trim, and, of course, plenty of badges.

Leaving no stone unturned, Ford later brought out a couple of additional trim levels for the SuperCrew: a loaded “King Ranch” edition with two-tone paint and a cabin that would make a Texan proud with its abundance of saddle leather trim, and the latest Harley-Davidson edition that again features 20-inch chrome wheels wearing fat 275/45R20 tires, special black paint scheme with flame striping and obligatory Harley emblems and a black leather interior.

The other F-Series models, the 250 and 350, soldiered on with the pre-1997 body style and platform until 1999, when the heavy-duty brutes were completely revamped. A massive grille and a more traditional squared-off design separate these big boys from their smaller F-150 brother. Three body styles; regular cab, SuperCab and Crew Cab are available in the traditional Ford truck trim levels dubbed XL, XLT and Lariat.

Moving the F-250 and F-350 trucks are the same 5.4-liter V8 available in the F-150 and a pair of stump-pullers; a 6.8-liter V10 with 275 horsepower and 410 lb-ft of torque and a 7.3-liter turbodiesel V8 with 235 horses and a walloping 500 lb-ft of twist.

Ford chose to quietly mark the F-150’s 50th anniversary in 1998. Very quietly, as the celebration consisted chiefly of a 50th anniversary decal affixed to the windshield. An STX package became available on XLT 2WD models and featured 17-inch alloy wheels and a color-keyed grille. The top-dog Lariat now had a leather-wrapped steering wheel and turn signal indicators incorporated into the side mirrors.

A few years after the revamping of the light-duty trucks, the heavies got their turn for 1999. Unlike the rounded styling of their F-150 and F-250 siblings, the F-250 and F-350 Super Duty versions had prominent grilles, angular body lines and “stepped-down” front side windows, all of which reinforced their big truck status. Regular Cab, Super Cab and Crew Cab body styles were offered, as was a variety of power plants that included the Power Stroke turbodiesel V8.

Y2K, otherwise known as the year 2000, brought the Harley-Davidson edition of the F-150. Fitted with special leather trim, this special SuperCab Flareside 2WD also had black paint with orange accents, the 5.4 V8, massive (20-inch) chrome wheels and plenty of Harley emblems festooned about the body and cabin. The Super Duty trucks picked up ABS brakes (in Lariat trim) along with power windows and locks as standard for the XLT trim levels.

A crew cab body style, dubbed “SuperCrew,” came aboard for 2001. The Harley-Davidson edition adopted the SuperCrew body this year, and a new top-o’-the-line trim debuted, called King Ranch. Named after a huge Texas cattle ranch, not a new salad dressing, the King Ranch featured a handsome leather interior that called to mind a Western saddle. Four-wheel ABS became standard across the line as did power-adjustable pedals on the Lariat models. A trio of new options (heated front seats, power sunroof and rear-seat entertainment system) became available late in the year.

The Harley-Davidson edition added some bite to its bark for 2002, in the form of a supercharged version of the 5.4-liter V8 that sent 340 horsepower to the rear wheels. Flame-styled pinstriping and a billet-style grille insert further distinguished the H-D F-150 from its predecessors and siblings. A SuperCab version of the King Ranch debuted as did an FX4 off-road option package (for Lariat and XLT 4×4s) that featured Rancho shocks, skid plates and unique accents.

Knowing that an all-new F-150 was just around the corner, Ford brought out a “Heritage Edition” for 2003 that featured special wheels, paint scheme, pinstripes and lower valance panel. Also bowing this year was a revamped STX edition geared toward youngsters that grouped a sound system with MP3 capability, a monochromatic body treatment and, of course, different wheels. Also helping to carry the F-150 through its last year of this generation were upgrades to the upper trim levels, namely faux wood trim and an in-dash six-disc CD changer for the King Ranch as well as a Pioneer audio system for the Lariat.

This ‘85 GMC K-2500 comes from Jim Emmert of Molalla, Oregon. A swapped-in 6.5L turbodiesel with ATS turbocharger motivates the truck, while a Pro Comp 4-inch lift makes room for 35-inch Dick Cepek Mountain Cat tires. Used daily on a farm, Jim can’t help but count down the hours each week before packing his gear and heading up into the nearby Cascade Mountains for weekend ‘wheeling trips. Jim tells us the turbodiesel gets great fuel mileage and offers better performance than the stock 6.2L.

Ed Williams, lives in Kodiak, Alaska. The photos he sent in were taken in Cordova, Alaska, in front of Sheridan Glacier. His rig is a combination of parts that seem to work well in the chilly Northern regions. A ‘69 Ford Bronco frame was mated to a ‘74 body, and runs a 351 Windsor V-8 engine with a Holley 650 Truck Avenger carburetor. A Jacobs ignition and K&N air filter boost power while a C4 transmission and Dana 20 transfer case provide the gearing. Axles are stock except for a Detroit Locker and 4.88 gears. A 3.5-inch lift came from Bronco Graveyard, and dual Rancho 9000s help smooth out the ride. Beefed-up steering, custom-built bumpers, and a six-point cage round out the list of backyard ingenuity.

This ‘03 Grand Cherokee Laredo belongs to Tyler Raymond from Glenburn, Maine. Sporting an FIPK, a Power-Aid 1-inch throttle-body spacer, and a 2-inch body lift, this Jeep is a perfect daily driver for a region where lifts greater than 3 inches are illegal. Other mods include a Kevin’s Off Road transfer-case skidplate and a set of General Grabber AT2 tires.

David and Ben Weisensel of Granite Quarry, North Carolina, are both longtime readers, and these are the rigs they enjoy abusing each week. David drives the F-350 Crew Cab (affectionately referred to as “Black Thunder”) with a 460 with a rebuilt top end. Power goes through a rebuilt E4OD tranny with a shift kit. A front Dana 60 and rear 10.25 both are equipped with 4.56:1 gearing. A set of 35-inch Interco SSRs provide traction. David’s son Ben prefers old-school brute and drives the ‘77 F-250 Hi-Boy. Known around town as “Big Red,” this rig is equipped with a 400 V-8, stock C6, and a stock transfer case. Dana 60s front and rear sit atop 37-inch Boggers on Alcoa polished-aluminum rims.

Jeanne and Chuck Sylvester of Rochester, Massachusetts, own this sweet red rocket ship. Well, maybe it’s not a rocket ship, but we bet it moves like one. Under the shiny red hood lurks a 5.0L Mustang powerplant mated to a four-speed automatic transmission. From there, a trusty NP205 splits the fire between a front Dana 44 with a Truetrac and a custom Ford 9-inch with a locker out back. Both feature Moser axles and 4.10:1 gearing. There’s also a 6.5-inch lift from Rusty’s Off Road. Chuck says the 5.0L has no problem spinning the 35-inch BFG M-Ts.

Jennifer Buch of Tigerton, Wisconsin, drives this ‘90 Dodge Ramcharger equipped with a 4-inch Rough Country lift, 36-inch tires, and a high-output 318 V-8. This shot was taken on the Pipeline Trail of Wisconsin. Jennifer says she got stuck because she had to hit the hole a second time to get a good picture. Nice, Jennifer. Blame the camera …

Seth Hopper is a Marine stationed in Twentynine Palms, California. His ‘72 Jeepster Commando is affectionately known as a “Bullnose.” For now, it’s completely stock, though in the future Seth plans to upgrade the AMC 304 V-8, TH400 transmission, and Dana 20 transfer case with rebuilds. The stock axles are open and feature 3.73:1 gearing for now. We hope to see another photo of Bullnose once Seth gets around to performing the restoration.

Over the 25,000 miles we put on the Super Duty, we were impressed with the reliability and power of the 6.4L V-8 and the comfort of the ride. While there is no mistaking it for a car, the exceptionally laid-out interior, ample size and quiet cab make for an incredible long range hauler. Hook a trailer to it, and the Super Duty is in its element. With 650 lb-ft of torque making towing effortless, even when passing, downshifts are rare and the backup camera makes single-person hitching a breeze. We have put as many as 17 straight hours in the saddle, through all types of weather, and hardly felt worse for the wear. The FX4 package gives a good mix of capability on and off highway, while retaining the Super Duty’s on-road manners.

Complaints mostly centered around the clean diesel particulate filter’s regeneration mode with testers commenting in the logbook, “One can re-set the trip computer mpg function at fill up, then enjoy 18 mpg on the hwy for a while, only to see the numbers plummet to the single digits as soon as the engine controller dials up another trap cleaning-guess it’s not hard to figure out why the mileage isn’t the same as the old trucks,” and “Throttle response, intake sound and exhaust note all change for the worse during a DPF regeneration cycle, but the 500-degree exhaust tips are perfect for heating burritos”. We also noted a rough ride over broken roads, but otherwise we’re hard-pressed for complaints.

Minor damage was incurred when our Super Duty was rear-ended by an inattentive driver in the rain.

Reliability, as we noted in previous reports, was great with only a rear door-lock solenoid and a tire pressure monitoring sensor needing replacement.

Over the course of this past year, Ford’s Super Duty has given us exceptional service and has reinforced our positive feelings for the big truck. We saw none of the early-6.0L diesel gremlins that our readers asked us to be on the lookout for, and in day-to-day use, the 6.4L has proven itself trustworthy and capable of carrying on the Power Stroke banner. If this year of experience with the F-350 proved anything, it was that we made the right choice in crowning it our 2008 PTOTY winner.

Report: 4 of 4

Previous reports: July ‘08, Nov. ‘08, Mar. ‘09
Base price: $36,850
Price as tested: $56,095
Four-wheel-drive system: Two-speed, part-time electronic, shift on the fly

Long-Term Numbers
Miles to date: 25,845
Miles since last report: 9,016
Average mpg (this report): 13.44
Test best tank (mpg): 15.07
Test worst tank (mpg): 6.61 (towing)

Maintenance
19,896-miles: 20K service and fuel filters, $475.34
23,043-miles: Recall and replace TPMS sensor, warranty
24,975-miles: Service and rotation, $153.38
Problem Areas: Door lock solenoid, tire pressure sensor

What’s Hot, What’s Not
Hot: Clean diesel, outstanding visibility, exceptional as a tow rig
Not: Clean diesel fuel economy, rough ride on broken roads, not much

Logbook Quotes
* “Cruise control cut out and truck went down on power. Restart cleared it – no more problems.”
* “The mirrors are outstanding, as is the overall visibility.”
* “The ride can be stiff at times, but get it out on the highway with a load on the hitch and it is as smooth as anything.”
* “I am impressed with the 6.4L, it has proven to be a solid motor with no lack of power.”

1. First, the truck is secured on the hoist and the transmission is removed.

The folks at Centerforce invited us out to their facility in Prescott, Arizona, and graciously offered to install a new Centerforce Dual Friction performance clutch in our Ranger. The Centerforce Dual Friction clutch offers super street characteristics, while significantly improving holding capacity and durability over stock. They do this by offering the DF clutch disc with a full-facing proprietary compound on the pressure-plate side and segmented composite facing on the flywheel side, providing the desired result of higher holding capacity, while still offering stocklike pedal effort.

Thanks to the new clutch setup, Project RangeRunner has the ability to crawl over obstacles without the clutch slipping under load. It also fires off smoother shifts under wide-open throttle with the supercharger at full wail. Follow along for an overview of our installation.

2. With the transmission removed, the factory clutch assembly is exposed.	3. Our flywheel surface was worn unevenly and showed telltale signs of overheating.	4. The stock pressure plate also showed signs of overheating.
5. Before resurfacing the stock flywheel, we made sure it was clean and free of any debris.	6. After resurfacing, our flywheel was as good as new and ready to be installed.	7. On the right is the chewed-up stock clutch disc; on the left is the new Centerforce Dual Friction disc with its segmented facing visible.
8. The Mazda/Ford M50D/R1HD manual transmission is notorious for slave cylinders going bad. Since these are internally mounted, it is always recommended to replace them with the clutch.	9. With the bellhousing gutted and cleaned, it was ready to accept the new clutch slave cylinder.	10. On the engine side, the newly resurfaced flywheel was installed.
11. Next, the new DF clutch disc was put into place.	12. The last piece of the clutch assembly to be installed was the pressure plate.	13. With the transmission lifted into place, the RangeRunner was ready to go blast down the trail again.

With 3.50:1 axles and a three-speed transmission, we felt that the drivetrain made for “smooth easy running, but doesn’t hack it off road,” adding that 4.11:1s were an optional “step-up” ratio. “Handling and steering are great on the road,” we said of the Bronco, though braking required “extra effort,” and off-road performance was a mixed bag: With the tallish gears, “going down sand roads [was] a bit hairy,” and “trying to get up soft sandy hills . . . was also a problem.” Still, we felt the bobtail Bronc’ was “one neat vehicle, and we’d hate to see anything untoward happen to it.”

Click on the pages below, then click the image that appears to view and read a full size version of the original Four Wheeler Article!

Ford delivered more than 1,600 Ford Focus models to the rental fleet as well as a number of Ford Fiesta and Ford Mondeo vehicles. Avis is managing the operation through five BAE locations and three newly opened rental stations in Southampton, Leicester and Barrow-in-Furness.

The entire fleet of Ford cars was supplied and delivered within just two weeks to ensure the contract started on time.

Anthony Ainsworth, Avis UK sales director, said: “The quality and age of rental vehicles is a key part of the contract terms and conditions. Avis is delivering on these commitments with the help of Ford and the Ford Focus, which BAE Systems has told us is a very popular car with its staff.”

Kevin Griffin, director of fleet operations, said: “Rental business continues to play a key role in our strategy as it provides excellent product exposure that generates hundreds of additional sales. Providing cars to Avis and BAE Systems demonstrates how this works in practice in the corporate rental market.

Please check back every weekday around noon to see what’s hot. Here are the top 10 tickers for today:

1. Ford(F Quote)

2. Citigroup(C Quote)

3. Bank of America(BAC Quote)

4. JP Morgan(JPM Quote)

5. Honeywell(HON Quote)

6. China Unicom Hong Kong(CHU Quote)

7. Teradyne(TER Quote)

8. Savient Pharmaceuticals(SVNT Quote)

9. KBR(KBR Quote)

10. Apple(AAPL Quote)

It starts by reading your vehicle’s PCM file and saving it. From there, you load the gas or diesel software (whichever corresponds to your application) onto your laptop or PC, and make adjustments accordingly. You not only select the tune type, transmission firmness, and all the other things you can on any other tuner; but you can tune for the mods you’ve made to your vehicle. (i.e. cold air intake, exhaust, injectors etc.) This to me was one of the best things about this tuner, due to the fact that my transmission had been rebuilt and updated to the 2003 model year. This presented a problem with several performance companies as they programmed for an ’01 Excursion with an ’01 transmission. With Sniper, it tunes specifically to your vehicle, no matter what’s been done to it. Reflashes, rebuilt transmissions, engines, and whatever else have virtually no effect on whether your Ford car, truck, or SUV can be tuned. Once these adjustments are made, you can load them to any one of the open slots, load them into your vehicle and you’re off.

First Impressions

Once everything was loaded up and I went on the first test drive, I was amazed at how smooth the acceleration was. It also had plenty of power and low-end you could really feel; the shifts were also firm, precise, and consistent. Something else I noticed was that this tuner utilized the stock shift points instead of modified ones. This was something I wanted more than anything with a tuner. It was also something I couldn’t get because most performance companies greatly modify the shift point and other aspects to adjust for the increase in power. I liked the changes they made with my rebuilt ’03 tranny and didn’t want to loose them, with the Sniper; I didn’t have to make any sacrifices. After some smooth in-town driving, it was time to see what this thing could really do. I mashed the pedal to the floor and it (my truck) shot down the road and firmly pressed me into my seat. While I had my foot to the floor, I was able to take a quick glance into my mirror and I didn’t notice very much black smoke. This may sound like something bad, but it isn’t. I’ve heard it said time and time again, that black smoke is basically wasted power. In this case, power was efficiently used and not wasted as I only saw a slight haze under heavy acceleration.

On the freeway

I had to make a business trip out of town so I took this opportunity to stretch my truck’s legs and see how the Sniper does on the freeway. I enjoy the open road so I decided to take my time, set the cruise at 65, and relax as I had a two-hour drive in front of me. On the freeway, the engine was just so quiet it was almost unbelievable. The freeway I was on had a few small and good size hills that would give a stock truck a run for its money. With the Sniper, my truck “walked” up the big and small hills with very little effort or use of the turbo. This amazed me because most of the time, your truck will really start to use the turbo or dip into passing gear depending on the load. With the Sniper at the 75hp tune, this trip netted me 21.4 mpg when I normally see about 18.6 mpg. (Your results may vary)

Towing

A good friend of mine had a car he was fixing up for charity and needed it towed, as it didn’t run. This was yet another opportunity to see how the Sniper would react. We picked up an auto-transport, loaded the car up, and went out. Things were a little rough at first, but after the first � a mile things came together and it was smooth sailing. Around town, my truck never missed a beat and did the job as if the trailer wasn’t there. On the freeway, it briefly leaned into the turbo to make its way up some of the hills, but again, it didn’t have to work very hard to get the job done.

Conclusions

The Sniper, although not quite what I expected it to be, is something that packs a quite a punch while keeping things cool and not sacrificing anything.

Test Vehicle: 2001 Ford Excursion 2wd
Engine: 7.3-Liter Powerstroke Diesel

Modifications Exhaust: 4” SS MBRP system with Aeroturbine 4040 Muffler mounted as close to the down pipe as possible
Intake: Homemade with NAPA 6637 filter
Transmission: 2003 MY Ford Remanufactured
Average MPG with Sniper tuner: Consistent 17 mpg (mixed driving, mostly city) @ 45-50 MPH 21-22 mpg observed on the freeway @ 65mph. (your results may vary)
Test conditions: Mostly sunny, between 80-100 degrees Fahrenheit, with little or no humidity.

At the end of this series of pictures we have included a sound clip to give you an idea of how it sounds after replacing the stock exhaust.

If you want a confident and smooth sounding exhaust, with the quality of Volant and the durability of stainless, this is the way to go — nothing over the top and arrogant here, just a nice sounding exhaust, coupled with the scoop and intake system(articles to follow) this has made a pretty sweet bundled package for the truck. Its all that much more fun to drive — hats off to Volant!

Here you see the dyno plot for the stock 5.4L. The graph shows power all the up to 5800 rpm. In real driving the vehicle will shift at 4900 rpm so keep that in mind. This Roush F-150 is equiped with Roush’s 20-inch wheels so this number is slightly lower than it would be on F-150’s with OEM tires and wheels. Stock power is 207.54 RWHP and 254.64 ft/lbs RW torque.

This is the same engine with the intercooled Roushcharger installed. Power is 329.23 RWHP and 371.51 ft/lbs RW torque. Very impressive. Notice the sudden drop-off at around 5300 rpm? The tune which Roush supplies dumps boost at exactly 5312 rpm. In normal driving conditions this isn’t an issue because the truck shifts at 4900 rpm, well before the boost is dumped.

Next, Mike Troyer of Troyer Performance put his considerable F-150 tuning experience to work on this truck and the results were stunning. A slightly larger boost pulley was installed (only about 1/2lb extra boost). The primary reason for installing this pulley is rotational mass. The pulley supplied by Roush weighs in at over 10lbs while the after market pulley is just under 2.5 lbs.

Royal Purple 5w/20 synthetic oil was used to give this truck the added benefits of a good synthetic oil. When you’re dealing with the power levels it will put out it pays in the long run not to put in cheap oil. We’ve since run oil analysis on the oil and the results are really good. These will be presented in a follow-up article.

Next, Mike worked on the PCM’s tune. Torque management during shifts was vastly improved. This won’t show up on the dyno but my experience shows that it makes a huge difference in both driveability on the street and ETs. Mike then worked on other aspects of the tune (I can’t give specifics because it’s proprietary) and we did another dyno run.

Here you see the results of Troyer Performance tuning. The truck gained a huge 44.33 RWHP and 45.31 ft/lbs RW torque for a total of 373.56 RWHP and 416.82 ft/lbs RW torque. Numbers like this, with a good set of tires, puts the truck in Ford Lightning performance range. Not bad for a 4 door Supercrew. Again you’ll notice the boost dumping at 5312 rpm. Unfortunately, with these power levels the 4900 rpm shift point isn’t optimal. A 5400 rpm wide-open-throttle shift point provides the quickest ETs and max power. Move the shift point to this rpm and you bump up against the boost dump and ultimately end up with lower ETs as a result….

Here is the final dyno run. Mike has worked some tuning magic to circumvent the 5312 rpm boost dump. The truck now makes power all the way up to the 5800 rpm rev limiter. Peak power is 376.48 RWHP and 415.55 ft/lbs RW torque. Even more important that these numbers is the WOT shift point can now be moved up from 4900 rpm to 5400 rpm. The most incredible thing about the custom tuning is we gained roughly 155 RWHP and 200 ft/lbs RW torque over the what the Roush tune provided at the rpm ranges beyond the boost dump! This shows you what can be accomplished with proper custom tuning.

Here are all three graphs overlayed, with RWHP on the top and RWTQ on the bottom. It illustrates the gains achieved better. The top/right of this article page has a text file attachment you can download to see the raw data dumps. Note the date/times are from when the file was exported by the software (January), not from the days of the pulls (November). Unfortunately we ran out of time (I had to be back in Atlanta for a business trip the following day) and could not go further but this gives a very good idea of how much can be gained with a competent tuner like Mike Troyer. Mike’s tuned more F-150s than probably anyone else in the USA and knows a lot about squeezing out every ounce of safe performance from them (and not so safe if you’re willing to do that). Mike is confident that with a little more time on my truck he can get it to the 400 RWHP mark without additional hardware. I hope to take him up on that offer soon.

On the street the Troyer Performance tuning is a sheer pleasure to drive. 1-2 shifting is much better, power comes on with less throttle and it’ll light the tires across an entire intersection if you’re so inclined to burn up your hard earned cash on tires. How fast will the truck go? I buried the needle around 130 mpg and my courage ran out long before the truck ran out of power. I’m planning some track time this spring to see what it will do. If you have an F-150 without a Roushcharger look up Troyer Performance and get one installed. You won’t regret it. If you already have a Roushcharger… get a tune from Mike and you won’t be able to wipe the grin off.

I’ve been through several hobbies and usually sold out of one to buy into another. Model airplanes, bicycles, cars, ham radio, cars, woodworking, cars, metal working, trucks… and on and on. Each hobby necessitated the purchase of a sometimes unique set of tools. Through the buying and selling and swapping of all these endeavors, the one thing that has remained in place was the tools.

I’ve always had a morbid fascination with tools of any kind and a great respect for those people who can use them to create what is in my opinion…art. Whether it’s a fine piece of furniture, a remote control airplane or a nicely done piece of fabrication and pipefitting on a steam generator; when it’s done properly…it’s art, and those who do it are artists. There are a lot of machinists, fabricators, pipefitters, maintenance-utilitymen that are on a level with daVinci when it comes to taking a spark of an idea and creating something unique, useful and beautiful. But I digress…..

So, I’ve collected all these tools and tried to emulate these artists. Sometimes it was successful…..sometimes not. Wrenches, sockets, hammers, saws, tig, mig and stick welders, plasma cutters, torches, transits, yard tools, tractors, meters, gauges, mics and calipers and in multiple quantities sometimes. Hell, I’ve got more vice grip pliers than some people have total tools. Several thousand dollars worth of “stuff”. There is also a value that can’t be calculated in dollars here. Some of these tools belonged to my grandfather, my dad and favorite uncles. Just by the simple act of holding them, I can be in a place or a time that was so special to me, a feeling that I can’t duplicate any other way. I have a transit that belonged to my father… it’s over a hundred years old and we used it for years in his business. Years of memories with him, both good and bad, but more good than bad. I can just set up the tripod for this instrument and have the most wonderful comfortable feeling you could ever imagine. A simple Lufkin 50 foot metal tape in my hand revives thoughts of times with my uncle, the brick mason, laying out a foundation for a block wall. I can still feel the cold on my face from that January morning. I didn’t really enjoy being there freezing then, but I’d give a months pay to have him here now and measure that same foundation. No one can appreciate that but me.

A good friend forwarded to me an article by Peter Egan. I’m sure you recognize the name and his insightful writings for many different automobile publications. He is a man who appreciates and understands tools. He was writing about going to an estate sale that offered a life-times collection of a man’s tools. Now this isn’t something I’m rushing toward as an experience but it has caused some major reflection… What to do with my stuff. It’s a weighty question.

I have a son and daughter. My son is not mechanically inclined, being a psychologist, his major tool is a computer. He builds one hell of a web page but he’d probably drive nails with a pipe wrench. I tried to interest him in mechanical things when he was younger but his interests were in other things. It’s sad in a way, for now he pays greatly for someone to install a light fixture or a dishwasher in his condo in Chicago.

My daughter while producing beautiful grandchildren tends to soil her hands only with chocolate. A late arriving possibility was my son-in-law, and while he is a willing and able helper, by his own admission his mechanical abilities are limited and golf is more of a passion for him. The outcome was looking dismal and I had a clutching pain in my chest as I envisioned yard sale vultures grinning and slobbering over my “stuff” as they pay my wife pennies on the dollar value. This feeling prompted a video tape inventory and a notebook listing the major pieces of the collection and their approximate individual value. I’ve also tried to impress on my wife and children the emotional value of the inherited tools. I hate to admit it but it’s falling on uneducated ears. Not deaf… but not knowing enough to understand. Perhaps if I equated it to the quilts that her Granny made….But anyhow, Bill Gates’ money can not pay for that emotional value.

I think that Egan’s idea while altruistic wasn’t realistic. He being childless, decided to leave all his stuff to “…some youngster he comes upon who has a rusty screwdriver in his pocket and maybe a worn-out pair of pliers trying to work on a lawnmower engine; whose eyes light up when he hears a motorcycle pass by or sees a set of wire- wheels flash in the sunlight”. I think he might waste his collection there… chances are as good as not that the gleam in the child’s eye for the wire- wheels is only for how much they will bring at the pawn shop.

I’ve had friends suggest leaving them to a tech school or high school shop. I hesitate at that idea, wondering if any of it would ever get off the teacher/administrator’s truck… It’s a shame that there isn’t a master craftsman somewhere who teaches young mechanics/fabricators/welders/etc, who has a place that needs this type of donation and would utilize this collection to produce more artists and artisans… it’s still perplexing…. There used to be an older Italian gentleman, I think his name was Mario Capotosio (?) who used to write simple basic instructional articles for Popular Mechanics. “How-to” articles like using a file, drilling holes in metal, how to use a handsaw. That’s the kind of guy that should have the tools to bring up these youngsters in the ‘tool-using’ trades. Good apprentice programs are vanishing like smoke on a windy day.

While I was sitting in the waiting room last week, anxiously awaiting the birth of my first grandson, thinking of the future, and all that waited patiently for him, my new plan unfolded. If I can’t FIND a beneficiary, I’ll BUILD one. I think now my best option is to take all the time I can with my newly born grandson…let him hold the tools and explain them to him… let him hammer two pounds of 8 penny nails into a two by four until it will hold no more and brag on the three that he hammered in straight. Gently guide his hand and teach him the proper way to use the tools… to appreciate them. Teach him about safety glasses and ear plugs so he’s not as deaf as his grandpa. Hopefully more nails will be driven straight, fewer nuts cross threaded.

I’ll spend hours wandering around hardware stores with him. Real old dusty hardware stores with sweeping compound on the floors !! Not the mega-million dollar “home improvement centers”, but places that sell hammers, axes, plow line and hame straps, barbed wire, stovepipe and dampers, nails from big ole rotating bins with heavy paper bags and a hanging scale to weigh them and tomato plants out front in the spring. They’re getting harder to find, but there still out there in small towns where no Home-Depot dares to tread (weak customer base and all…) And, the trip will be an adventure and hopefully a memory he can pass down to his son with these same tools. We’ll start his tool collection while he is young, with his own locking toolbox and he has the only key (except for the spare that I have hanging on the back of a shelf).

I’ll enjoy watching him smile and shake nervously as he burns his first piece of steel with a torch. I’ll laugh at his newly created and completely original ‘dance of the welder with hot metal in his sneaker’. I’ll tell him the stories about his great-grandpa and the transit, his great-uncle Bud and laying out foundations. All of this over peanut butter sandwiches eaten with greasy hands in the shop. I might not be able to make him a auto mechanic, hell… he’d need a degree in computers and a EE to do that now a days. But, I can help him understand when it needs to be fixed and what he CAN do on his own. How to change a tire and jump a battery… check the fluids and know when a mechanic is trying to screw him.

As I sometimes sit in my shop staring at my truck project, frustrated with my progress on my ‘53 F-100, I wonder if he’ll have to help me finish it. . At the rate I’m working this could be true. It’s going to belong to him someday anyway.

Young Cole lives in Mobile for now, but I hope in three or four years we’ll be closer geographically and I’m sure we will be emotionally, I’ll see to that part for sure. My dad and I worked together from the time I could hold a level rod plumb until his stroke three years before his death at seventy eight. Over 30 years. He taught me so much, but I grieved for all the knowledge, memories, recollections that were lost when he died. I didn’t realize until much later how much he did teach me. A lot by lecture and a lot more by example. He probably only taught me ten percent of what he knew, partly because he knew so much, but mostly because I wasn’t always the most attentive or willing student. There is an old saying about young boys.. “When they get the smell of gasoline and the taste of lipstick, they’re ruined”… that was true in my case…severely. At least till I met my wife. Maybe I can be half the teacher he was and Cole can be twice the student I was.

So my plan is forming in my mind and before I know it young Cole will be visiting and following me around the yard and shop. I can put my plan to action. I hope I’ll have the answer to the three million questions he’ll have. Hopefully by then, I can ride him around in one fine yellow ‘53 F-100. And when (far off in the future) the time comes, HE can drive ME to a hardware store in it. I’m not wishing my life away but I’m looking so forward to that and can’t hardly wait.

This plan might not suit your situation at all and the neighborhood tech school might be a good one that would appreciate your donation. Perhaps your son or daughter has had the instruction from Dad about tools and the wonderful things they can do. I’m pretty sure though that the thought has probably crossed your mind and if by some chance it hasn’t, I hope my ramblings here give you reason for it’s consideration.

I think I’ll call my daughter and see how my new grandson is doing.

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.

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.

These cut backs come on the heels of discussions with the United Auto Workers (UAW) to reduce labor costs. Automotive News announced that the company and the UAW agreed on changes to the union’s health care trust for retirees.

Bill Ford has been working for his namesake company since 2005 without an annual salary, according to Automotive News. Upon the board’s insistence, pay resumed for 2008, though Bill deferred it until the company returned to profitability.

Consequently, this move will hurt Mulally more in the short run, though I suspect he will be just fine. After all, Forbes lists his total annual compensation at $12 million, including a base $2 million salary and a $7 million bonus.

Plus, he reportedly earned $28 million in his first four months on the job at Ford in 2006, according to CNN Money. The report claims the prior eight months earned him $7.4 million from Boeing. Not bad for a year’s pay.

After facing Congress, Chrysler CEO Robert Nardelli and GM Chief Executive G. Richard Wagoner both announced they would work for just $1 a year. While Mulally’s sacrifices don’t seem to be as great, especially compared with the plight of many Americans, he has managed to keep Ford Motor Company from requiring federal assistance. And clearly, that is worth something.

After all, we advocate buying the best product for your needs, regardless of who builds it or where it comes from. Plus, defining what is a “domestic” vehicle has gotten tricky with global production–is an American-designed-and-built Toyota Sienna more domestic than an Australian-built Pontiac G8? Regardless, especially given the recession, some buyers feel strongly that they should buy an American-branded vehicle.

That certainly doesn’t mean they’re doomed to buying a bad car. That perception exists: some have labeled this list the “losers list” in the past. That’s unfair, given that there are some excellent vehicles listed here. (However, some of the best vehicles built by Detroit don’t qualify because of reliability concerns.)

As a quick review, here are the guidelines for qualifying for a Top Pick:

* Scores high in the category
* Has readily available electronic stability control (ESC)
* Reliability data from CR’s annual survey that indicates average or better reliability.

Given those parameters, here are the domestic-branded Top Picks for 2009. For curiosity’s sake, I included the top-scoring domestic-branded vehicles in each category and noted why they didn’t qualify.

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!

                                                            AdvanceTrac W/RSC

      We’ll start with AdvanceTrac with Roll Control System (RSC). In a nutshell, AdvanceTrace w/RSC makes it possible to avoid objects at high or higher speeds, keep control on loose or slippery surfaces, and adds to the overall peace of mind to the driver and occupants of a new Ford. The system is totally autmomatic, requiring no special operating procedures. For those of you who want to know what this all means, imagine yourself driving along a cliff at 30 miles an hour, and a rock falls in front of you, forcing you to swerve. After swerving, you the most dangerous part is getting back in your lane. Due to body lean and poor weight distribution, we tend to over steer at higher speeds, leading to overshooting the road or at the very least more swerving. But if we throw in AdvanceTrac with RSC, the car would detect the problem at the BEGINNING of the first swerve. After that, the vehicle will quickly and precisely adjust the brakes and engine output to maintain the best traction and contact with the road. No over steer, no extra swerving, and most importantly, everyone is safe.

AdvanceTrac with RSC combines two technologies: AdvanceTrac and Roll Stability Control. These systems enhance traction and maneuverability by monitoring wheel speeds, the Anti-lock Braking System (ABS), acceleration, steering input and the vehicle’s rotation for both the vertical yaw axis (a vehicle’s rotation about its vertical axis) and the horizontal roll axis (the amount of vehicle tip or lean). AdvanceTrac helps stabilize the vertical yaw axis to enhance control in adverse conditions such as ice, gravel or rain by selectively applying individual brakes and/or modifying engine power to help maintain vehicle control.

A vehicle roll motion sensor:
• Detects the roll angle of the vehicle on the horizontal axis
• Monitors vehicle body roll angle at least 100 times per second
• Automatically reacts to help the driver keep the vehicle upright and all four tires on the ground

These combined technologies provide drivers with more capability and confidence. The greatest benefit will be realized when driving on low traction surfaces, under fully loaded conditions, operating on uneven surfaces or while performing emergency maneuvers.

AdvanceTrac with RSC incorporates All-Speed Traction Control and employs the following systems and sensors to maximize vehicle control and stability.

Systems
• Anti-lock Braking System (ABS)
• All-Speed Traction Control
• Roll control system
• Yaw control system

Sensors
• Vehicle roll motion sensor
• Yaw rate sensor
• Lateral accelerometer
• Steering angle sensor
• Wheel speed sensors
• Master cylinder pressure sensor

When AdvanceTrac is active, the following may be noticed:
• Rumble sound much like ABS or traction control
• Slight deceleration or a reduction in the acceleration of the vehicle
• AdvanceTrac indicator light will flash
• When the brakes are applied, the driver will feel a vibration in the pedal much like ABS. As with any vehicle equipped with ABS, the brakes should not be pumped, but should be applied with firm steady braking pressure

One of the biggest cop-outs that has been thrown around recently is “The Big Three”: GMC, Chrysler, and Ford. But to compare Ford to the others is like comparing Ruth’s Chris to McDonalds. Technically we are in the same industry as the others, true. But simply put we are better prepared for the economic situation armed with a better product. Since the first Model T that rolled off the line in October 1908, Ford has continued to contribute to the world not only by their superior vehicles but also in business practices.

The Model T was called the “Universal Car” in allusion to the fact it was durable, low cost, and reliable, a true car for the people. Before this point cars were toys for the rich, more sporting vehicles for the well off then a commuter for the every man. Henry Ford was already an accomplished engineer and could have very well gone down the same route, but his plans were much bigger. Ford wanted to see everyone in his vehicles, so he sold them at a relatively low cost upon release, a mere $825, with the price dipping as low as $260. This was a prime example of Fords dedication to the American public, a tradition that continues as a valuable part of the company even today.

Another example of Fords dedication to the people was the revolutionary 5 dollar a day wage. This was the average wage paid to an automotive worker out of the Highland Park plant in Michigan, and was almost double the average wage paid to almost every other laborer across the US. This attracted many new employees, allowing Ford to run multiple shifts and therefore put out more vehicles at a cheaper price. This in turn stimulated the economy, raised the median wage, and encouraged growth within the company.

To this day Ford continues its pursuit of business and automotive breakthroughs. We are on the cutting edge of transportation sciences, making huge strides in environmentally friendly engines, more powerful sporting cars, and innovative ideas on all aspects of our vehicles. In fact, Ford recently announced it’s new EcoBoost engine, capable of delivering 20 percent more fuel economy without affecting horsepower. No other company has the EcoBoost technology.

So despite all the hatred spewed by the media, Ford is not going anywhere. For over 100 years Fords legacy of design innovation and low cost of ownership has kept the company flourishing, and there is no end to that in sight. We will continue to bring new ideas to the world and making ourselves better, one day at a time.

Drive a Ford, see what we’ve been doing.

No-fault requires drivers to carry insurance for their own protection, and places limitations on their ability to sue other drivers for damages.

First, understand that some states are called “no-fault” states and others are “tort” states, also called “choice” states.

Although laws vary from state to state, here’s the basic premise: When you have an accident in either a tort or no-fault state, your insurance company pays for any injuries you sustain.

No-fault state
When it comes to physical damage, if someone hits you in a no-fault state, your insurance company pays to fix your car and may then go after the other guy’s insurance company if your company believes it was the other party’s fault. Any other drivers involved will be covered by their auto insurance policies.

Tort state
If someone hits you in a tort state, you can have your insurance company fix it. Or, you can leave them out of the picture and have the other driver’s insurance company handle the details. That means you would not have to worry about reporting the accident to your insurance company or paying a deductible.

A little of both
No-fault was designed as an antidote to the traditional tort system in which the wronged party would sue the driver responsible for the accident to recover for bodily injuries. Under a pure no-fault system, neither party would be able to sue the other. However, no state uses a pure system because they’re leery of denying a citizen’s right to sue. Instead, all no-fault states use parts of both the no-fault system and the tort system (under which you’re financially responsible for the cost of damages you cause) by permitting lawsuits in certain cases.

If you want to make sure you have the best coverage for your needs, you want to find out which kind of system your state has.

States with No-Fault Insurance

• Florida • Hawaii • Kansas • Kentucky • Massachusetts • Michigan • Minnesota • New Jersey • New York • North Dakota • Pennsylvania • Utah • Washington, DC

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

Custom truck lovers, it doesn’t matter that the whole world might seem to be against you, you will not be forgotten at this year’s SEMA. Performance West will be bringing a hotted up F-150 and F-350, and now Street Scene Equipment rumbles onto the stage with it’s own entrant, a juiced up 2009 F-150 Lariat.

The SSE job appears to be a little more subdued than the Performance West numbers, but that might just be down to the lack of racing stripes. The Lariat will of course be dropped, because you can’t even call it a tuning job if the truck is more than an inch above the ground. After that, the exterior gets new front and rear bumpers and skirts, new mirrors, a bed cap, a tailgate wing, and some of DuPont ’s Hot Hues to make it all shiny, among other things.

Inside will be the standard rolling theater treatment: headrest video monitors and a “high-end infotainment system” from Audio Innovations. In keeping with the restrained theme, engine mods looks to be limited to an Air Raid intake and a new exhaust. Subtle ain’t such a bad thing, though — we gotta admit we’re digging that grille.

Ford wasn’t the only automaker to make its way onto the breakthrough award list, either. GM, BMW, and DaimlerChrysler’s joint Two-Mode Hybrid project was also recognized for its ability to save fuel on the gas guzzlers that need it most.

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.”

Wrapping up the second quarter, General Motors announced a whopping $15.5 billion loss, the third-worst in its history, and nearly double the record loss reported by Ford Motor Co. barely a week before. Chrysler did announce it had found a way to set aside $1.1 billion during the first half of 2008, but that’s about the only thing good the automotive arm of Cerberus Capital Management seems to have to talk about these days.

And to make sure prospects don’t look any better for the months to come, industry sales numbers showed that the market is, if anything, getting worse, with automakers large and small collectively reporting what would, on an annualized basis, come in at barely 13 million cars, trucks, and crossovers. That’s down from an industry peak earlier in the decade of more than 17 million.

Chrysler, in fact, posted the worst downturn of any of the major makers, a 28.8 percent decline for July, with GM close behind, at a 26.1 downturn. Ford was off 14.7 percent, but there was something positive to note there, with the ailing makers passenger car sales actually rising by 1.9 percent. The big downturn – no surprise – across the industry is on the light truck side, where even Toyota reported a 27.1 percent drop, compared to year-earlier sales of vehicles like the Tundra pickup and Land Cruiser SUV.

But even Honda, which has seemingly defied gravity in recent months, proved that Newton was right. The Japanese maker reported an overall 1.6 percent decline.

The one positive surprise? Nissan delivering an overall 8.5 percent increase in July sales, despite its continuing decline on the light truck side. High-mileage small cars, such as the Versa, have helped the Japanese marque gain traction.

And that’s what analysts are hoping can put a bit of momentum back into the industry, as makers race to expand production of products like Versa, Honda’s Fit, and Toyota’s Yaris. But even though domestic manufacturers are shutting truck plants as quickly as possible and converting many to handle small passenger cars, the changeover won’t be easy – or quick. The first American version of Ford’s new Fiesta, for example, won’t roll out a former F-Series plant in Mexico until the 2010 model year.

A slight reprieve in fuel prices could help August’s numbers, some analysts believe. But few expect a resurgence in the truck market. And the overall slump in the U.S. economy, with surveys showing consumers expecting even worse, isn’t going to help the auto industry.

Indeed, the lending crisis is actually worsening things for the auto industry. Automotive finance subsidiaries and traditional lenders alike are tightening credit and, in many cases, curbing or eliminating entirely the leasing programs that, in recent years, helped get millions of motorists out of used vehicles and into new ones.

“I’m really worried about keeping my doors open,” one Detroit-area Lincoln Mercury dealer told me last week. About 80 percent of his business is leasing, noted the retailer, who asked not to be named. And if he can’t offer those low-cost deals anymore, he doesn’t expect to convert many of his struggling blue-collar customers to a traditional sale.

The leasing cutback could be felt across the industry. For most luxury marques, leasing accounts for 70-plus percent of their business. Yes, makers like Lexus and Mercedes-Benz have more affluent customers, but many of those are also stretching their budgets to stay in the luxury market. If makers are forced to retune leases to reflect financial realities, some products could see huge price jumps. And that could lead many potential customers – especially those coming back for new leases – to walk away.

There’s clearly light at the end of the tunnel. But right now, nobody’s quite sure when they’re going to get near enough to the end of this downturn to see it.

More 2009 Ford Edge Photos

Arrange a test drive, get free price quotes, or read local dealer ratings for 2009 Ford Edge:

By Paul Eisenstein Paul Eisenstein, Executive Editor

Ford is giving a sharper Edge to its popular new crossover vehicle, as the Windy City sees the fourth version of the new Edge CUV blow in for the annual show on the lake.

The Ford Edge Sport will become the first crossover ever offered with an optional 22-inch wheel-and-tire combination — 20-inchers remain standard. The aggressive look is further enhanced by low-profile, 40-series Pirelli Scorpion Zero rubber.

While that might complete some custom option packages, it’s just the starting point for Edge Sport, which follows up with an eight-piece body kit that includes a unique front air dam — with integrated fog lamps — side skirts, lower door caps and a rear skirt, all in body color. The exterior look is completed with “Founder Gray” smoked head- and taillamp lenses, special Sport badges, and chromed dual exhaust tips.

For the Chicago Auto Show, the first-off Edge Sport is shown in Sport Blue, though three other special paints will be available during the 2009 model-year.

Inside, the Sport edition features dark gray leather seats with suede-feel inserts. Contrasting light gray stitching is designed to give the cabin an upscale feel.

The interior package is completed by the edged-metal look of the Sport’s instrument panel.

“The new Ford Edge Sport is designed to instantly appeal to crossover customers who want a sportier custom look and feel,” said John Felice, general manager, Ford Division. “This specialty design reflects the growing popularity of personalization and more customers’ interest in industry shows like the annual Hot Import Nights around the country and the Specialty Equipment Market Association Show inLas Vegas.”

Like the rest of the edge line-up, the Sport edition will be offered with a variety of other options, including the huge Vista roof and the SYNC infotainment system, developed in a joint venture between Ford and Microsoft.

Notably the powertrain package on the Sport remains the same as the other versions of Edge. For those who’d like a little more, hang tight, hints Ford’s global product development czar, Derrick Kuzak, who tells TheCarConnection.com, “You’ll see (something different) in the future.”

How far ahead, he’s not saying, but the 2009 Ford Edge Sport reaches dealers in autumn.

Unfortunately, many of the Ranger’s qualities are quite simply out of date. In an age where most trucks come with a ton of safety features, like stability control, hill and parking assist-the Ranger’s boasting of standard ABS hints at its serious deficiency in this department. Off-road capabilities are still note-worthy with the FX4 package. But overall ride quality suffers from the aging suspension which makes for a bumpier ride than most. The interior doesn’t have many modern frills, but it’s clean and straight-forward. If you need a truck for old-school (and we mean old) utility, these grievances may not matter. And admittedly, the price is hard to beat.

A couple of more modernized competitors worth looking into are the Toyota Tacoma and the steeper-priced Dodge Dakota which has more features and better performance.

Ford’s anticipated six- and seven-passenger crossover, the Flex, will start at $28,995 including shipping charges, according to a report in Automotive News citing dealer sources. That essentially matches the lowest priced GM Lamdba vehicle (at least until the Chevy Traverse arrives in showrooms), the Saturn Outlook, which starts at $28,995, without destination fees.

While FWD Flex SEs will do battle with the Saturn Outlook and the upcoming Toyota Venza, among many others, an AWD Flex Limited — priced at $37,255 — can ostensibly challenge the Buick Enclave, which carries an MSRP of $35,540 for a base AWD model (without destination or delivery fees).

The Flex goes on sale this summer. To read our first impressions of the Flex from from a Ford Dealer, click here. To read about how much less than $28,995 the Flex cost in Ford’s preliminary Build and Price feature from last August, click here.

Ford Motor Company’s single most important new-model design and development program this decade. The F-150 is a phenomenon: More than 33 million have been sold since the nameplate was launched in 1948, and the F-Series has been America’s best-selling truck for 31 years straight. Last year, one in three vehicles carrying the Blue Oval badge sold in America was an F-Series. On a world scale, the F-Series accounts for 13 percent of global Ford Motor Company sales — including Volvo, Jaguar, Land Rover, Mazda, the lot. This thing is a big deal in Dearborn.

Chief engineer O’Leary and chief designer Schiavone seem remarkably relaxed about it all, however, as they walk us through the detail of the new F-150. That’s because they’re old hands at this game: They and their teams worked together on P221, the F-150 that launched in 2004. O’Leary’s spent 30 years at Ford, most of it working on truck programs. Schiavone grew up around trucks — his father was in the construction business — and has helped design three generations of F-150. These guys know trucks.

They understand that, even though barely 20 percent of customers will ever use the 2009 F-150 as a hard-core work tool, it’s become more important than ever that it looks truck tough on the outside and is truck tough under the skin. “It’s almost the modern horse, a bit of a cowboy culture thing,” says Schiavone. “Trucks grew out of the occasional imperative,” says O’Leary, “I have the capability if I need it.”

Both men also understand that full-size-pickup buyers are among the most conservative consumer groups in the auto biz. Which is why the 2009 F-150 is a carefully considered study in evolution, not revolution. It starts with the fully boxed frame, which is 25 pounds lighter and 10 percent stiffer, thanks to hydroformed high-strength-steel side rails. The double wishbone short- and long-arm front suspension with coil-over shocks shares components with the 2008 Expedition. The 36mm front stabilizer is hollow and eight pounds lighter than the previous component. At the rear are six-inch-longer leaf springs, the extra length forward of the axle centerline for better lateral compliance and reduced rear-axle steer.

So far, so truck. But O’Leary’s engineering team has delved into Ford’s electronic goody bag to give the new F-150 a level of refinement, security, and user-friendliness unheard of in a pickup truck a few years ago. Ford’s traction- and stability-control systems are now standard on all F-150 models, from the base work truck up. In addition, Ford’s software geeks have figured out a way of using these systems to detect trailer sway: By tracking the yaw motions of the truck, the system can sense whether a trailer is swinging back and forth and then use a combination of braking and engine torque control to bring it back under control. If the F-150 is fitted with Ford’s optional Trailer Brake Controller, the system also will use the trailer brakes to bring things back under control.

Ford also has developed a backup camera system for the F-150. No big deal-other automakers offer similar ones-but Ford’s includes a centerline that makes it a cinch to back up to a trailer hitch. And once underway, the new six-speed automatic transmission includes a towing mode that not only holds a lower gear for hauling up hills, but cleverly works to hold the rig to a constant speed on a downhill stretch. “Most of our customers aren’t everyday towers, they’re sometime towers, and that can be a bit scary at times,” says O’Leary. “So we went after technologies to keep the customer out of trouble when towing a trailer.”

Pickup-truck buyers brag about two things: towing performance and payload capacity. O’Leary claims the new F-150 has class-leading towing capacity across all cab configurations, and the industry’s highest payload capacity. You’ll just have to put up the barroom arguments until we can test that out for ourselves. But the fact the new F-150 will be available only with V-8 engines under the hood makes a strong statement on paper. Base powerplant, even for the pool guy’s regular cab XL, is the 4.6-liter two-valve V-8 which makes 248 horses at 4750 rpm and 294 pound-feet of torque at 4000 rpm. Although still hooked to a four-speed automatic, O’Leary claims the engine delivers the same fuel economy as the 4.2-literV-6 that’s the base engine in the current F-150.

An all-new 4.6-liter three-valve engine, based on the Mustang small-block, will be the new F-150’s volume-selling powerplant. This engine makes 290 horses at 4750 rpm and 317 pound-feet of torque at 4000 rpm and drives through the new six-speed automatic. Despite the extra power, O’Leary says the new engine returns better fuel economy (about one mpg on the highway, and two mpg in the city, on comparable 4×2 models) than the base version.

Ford Dealer

While Wall Street is busy analyzing the merits of his replacement as CEO of Ford Motor Co.–Alan Mulally, a 37-year veteran of Boeing–it is well worth spending a moment to examine the spectacle of a well-known American CEO voluntarily handing the reins to somebody else. The move at Ford was not a planned succession-Mulally has practically no experience in the auto industry-and Bill Ford, at 49, is hardly due to retire. And the announcement comes as Ford Motor has been spinning its wheels to regain a competitive edge in the marketplace. Was it a striking act of humility by Bill Ford to reach out and seek some help? Or a no-confidence vote in himself?

Ford Dealer

Here are a few hints. First, Ford Motor under Bill Ford’s leadership has been bleeding cash and losing market share, like cross-town rival General Motors. In the first half of 2006, Ford lost $1.3 billion. That’s a huge number. Through 2005, the company’s lending arm had more than offset losses in the core automotive segment, but no more. The stock, after running up to about $16 a share in 2003, has been on a steady slide and now trades at about $8.

More telling have been Ford’s fits and starts-mostly fits-in terms of turning itself around. The current “Way Forward” reform plan is at least the third revitalization effort under Bill Ford’s tenure. There have been plant closures and job reductions, each advertised as the solution, only to be followed by more of the same. And this year Wall Street has been clamoring for very scarce details about exactly how the Way Forward plan is going to work. Trust us, has been Ford’s general answer. Wall Street hasn’t.

Ford Dealer
It was also disappointing to hear the company backpedal from its ambitious goal-announced personally by Bill Ford, a self-described environmentalist-to sell 250,000 hybrids a year by 2010. For a brief shining moment, it sounded like some determined, visionary leadership was emanating from Detroit. But then Bill Ford began whimpering about building other kinds of fuel-saving technology instead (technology that would also be cheaper), and the company backed away from its hybrid commitment.

Strong leaders underpromise and overdeliver. Bill Ford has done the opposite: made commitments he hasn’t been able to fulfill. Investors have been relatively kind to him, considering the hang-the-CEO ethos that has followed the Enron-Tyco-WorldCom fiascos, probably because there is something vaguely quaint and reassuring about family involvement in a company as big as Ford. But Bill Ford, simply put, has not been effective.

The smartest move of Bill Ford’s five-year tenure as CEO may have been putting somebody else in charge. When Bill Ford took over the top job in 2001, the company was reeling from the Firestone tire scandal and a series of missteps by the CEO at the time, Jacques Nasser. Bill Ford, great-grandson of Henry Ford, was seen as a steady guiding hand who would help return the company to its roots.

Now it’s up to his successor, an aeronautical engineer who drives a Lexus, to return the company to its roots. Bill Ford remains executive chairman, a job that will allow him to focus on strategic issues but get him off the hook for quarter-to-quarter performance. Yet for the hand-wringing that is surely underway at Ford-one of America’s most notoriously insular big companies-Mulally seems to be a good choice. He helped turn around Boeing’s core business, its commercial airplane unit, and has deep experience in the kind of heavy manufacturing that Ford must once again master.

Nonetheless, Ford’s turnaround will continue to be slow and grueling for investors. The Way Forward plan may very likely be put on hold, as Mulally does a top-to-bottom review and puts his own stamp on it-or starts over. Steep production cuts already announced for the second half of 2006 will cut into revenues and lead to a further dip in market share. And Ford’s core problems-an overdependence on trucks and big SUVs, and overgenerous labor contracts-will take years to reverse, no matter who is in charge.

It is courageous for Bill Ford to recognize that he is not the man destined to implement the tough changes Ford desperately needs. But historians should ask whether he was qualified in the first place.

In its third big restructuring announcement in three years–and its first under new CEO Alan Mulally–Ford says it plans sweeping changes to make the automaker competitive again and return it to profitability. There will be huge numbers of job cuts, painful downsizing, revamped plans to build hot cars, and the discontinuation of sluggish models. Nobody disputes that Ford desperately needs some dramatic fixes. The question is, this time, is Ford serious? For the moment, the answer seems to be no.

Immediately after Ford outlined its updated “Way Forward” plan, Merrill Lynch downgraded Ford’s stock from a neutral rating to “sell.” Analyst John Murphy highlighted several shortcomings in a note to clients: Capacity cuts are too shallow; there was no scheme for dealing with huge losses at Ford’s Jaguar subsidiary; there was no major news about speeding the introduction of badly needed new models.

“The details of the accelerated Way Forward fall below expectations,” Murphy wrote. “It’s missing a lot.” In the first hour after the announcement, Ford’s stock price fell 12 percent, to below $8.

Investors are getting used to letdowns from Ford. It was only eight months ago, in January, that Ford unveiled, with great fanfare, its initial Way Forward plan to fix the company. But the company never revealed many specific details. Now, in an “update” press conference, the company has admitted that it aimed too low with its initial targets.

“A lot has changed since January,” said Mark Fields, Ford’s president for North American operations.

Actually, not all that much has changed since the last time Ford insisted it was getting its act together. Fields highlighted a number of factors that have set Ford back recently: rising gas prices, a consumer shift away from big trucks and SUVs, rising prices for steel and other commodities. But all of those trends have been visible inside the industry for at least a year, in some cases much longer.

Analysts have been highlighting Ford and GM’s perilous overreliance on large vehicles since early 2005, for one thing. And doesn’t everybody in America know that gas prices have been spiking? That it now costs $60 or more to fill up an SUV? That a midsize crossover that averages 25 mpg is a lot more appealing than a lumbering SUV that averages 14?

Fields, who has earned street cred for his role in turning Mazda from an also-ran into an exciting, profitable automaker, has promised more “candor” from Ford. And Mulally–who stayed largely in the background during Friday’s announcement–is a turnaround specialist who did lots of heavy lifting to help fix Boeing’s commercial airplane unit. If Fields and Mulally want to be totally honest, they might also admit that huge questions remain about whether Ford finally understands its own dilemma and whether it has enough courage in the executive suite to turn itself into a smaller, more efficient automaker.

As before, Ford’s specific moves sound significant. Here’s another constant: Many analysts doubt it will be enough. A few specifics:

Ford plans to cut $5 billion in annual costs by 2008. But that is $1 billion or so less than some experts think Ford needs.

Fields announced that overall, Ford will return to profitability “not before 2009.” This critical milestone has bounced around like a jalopy with a bad suspension, one key reason investors remain skeptical of Ford’s pronouncements. In January, Fields said profitability would come no later than 2008. To explain the delay, he said Ford could still meet the 2008 goal if it wanted but feels it must make key investments in products and technologies along the way, which requires pushing profitability out at least another year. Don’t be surprised if this target changes again, with fresh “market forces,” previously unforeseen, causing further delays.

The company will cut 14,000 white-collar jobs, through attrition, buyout offers, and firings if necessary. It’s a sad day at company HQ in Dearborn, but those cuts have to happen.

All of Ford’s 75,000 hourly workers will get buyout offers to help slash the manufacturing workforce. Whether that effort hits targets depends on how many workers take the offer. It’s worth noting that General Motors made a similar offer earlier this year, and it worked: More workers took the cash than expected.

Finally, Ford acknowledged what analysts have been forecasting for a long time: The company is going to get smaller and soon become America’s No.3 automaker, behind GM and Toyota. As Ford cuts capacity by 26 percent and stops selling unprofitable models, market share will fall from about 17 percent now to somewhere between 14 and 15 percent. Even that “does not seem aggressive enough,” argues Chris Ceraso of Credit Suisse, in a research note. The closure of two plants, in addition to 14 factory closings announced earlier this year, still may not reduce Ford’s capacity enough to match up with diminished demand. Ford Dealer
Ford, like GM, still has ample time to make believers out of skeptics. It remains a huge company with lots of talent in the ranks, meaningful brand names, and considerable market muscle. Mulally and Fields still need to demonstrate, however, that they have figured out how to leverage those assets rather than squandering them.

Ford Motor is feeling the squeeze as pickup trucks and SUVs go out of vogue because of soaring gas prices. The automaker said yesterday it’s extremely unlikely it can return to profitability in 2009. Ford said it would cut back truck and SUV production by up to 40 percent in the second half of this year, compared with a year earlier. Just a month ago, Ford had said it would make money next year. Full-size pickup sales fell 15 percent in the first quarter, and sales of full-size SUVs were down 28 percent. Billionaire investor Kirk Kerkorian’s offer to buy up to 20 million Ford shares at $8.50 apiece is suddenly looking more attractive, as Ford shares dropped by 8 percent, to $7.16, Thursday.

GM Says Strike Cost $1.8 Billion

General Motors said today that a strike at supplier American Axle & Manufacturing Holdings would cost the automaker $1.8 billion in the second quarter. Members of the United Auto Workers voted Thursday to end the nearly 11-week strike, which sidelined 3,650 workers and hampered production of pickups and SUVs at several GM plants. GM said second-quarter production would drop by 230,000 vehicles because of the work stoppage. The carmaker also said it contributed $215 million to help bring an end to the strike.

What’s new on the 2009 Ford F-150?

The truck has been revamped inside and out, but here are the highlights:

An all-new exterior. The new design features a three-bar grille, a bulging powerdome on the hood and a more muscular side body and tailgate design. The F-150 flag and Ford badge also have grown in size.

An ultra-luxury Platinum edition, which features a satin chrome grille with fine mesh inserts. Inside, ridged tuxedo stitching, aluminum accents and ash wood complete a highly refined interior.

More choices. The lineup now includes an XL, STX, XLT, FX4, Lariat, King Ranch and Platinum. (Ford will likely continue its Harley-Davidson edition series, although details on that truck have not been released.) With those model styles, three cab options and four box lengths, the F-150 comes in at least 35 different configurations to meet an array of customers’ needs.

A stronger backbone. A new high-strength, lightweight chassis provides a more powerful architecture. The fully boxed frame is constructed with hydroformed steel rails.

More power. Three V8 engines can be mated to a 4-speed or 6-speed automatic transmission. The engines: a 5.4-liter, 3-valve Triton V8 capable of running on ethanol; a 4.6-liter, 3-valve V8; and a 4.6-liter 2-valve V8. Ford also plans to add a diesel engine.

More cabin space. Crew cab versions, which Ford calls SuperCrew, are now 6 inches longer. Ford also re-engineered the interior to provide a flat-load floor in the second row. Second-row seats that flip up, allow consumers to haul cargo in the cabin. In all, the new cabin has a class-leading 57.6 cubic feet of space.

More smart features. They include a new industry-exclusive box side step that emerges from the side of the truck at the press of a button. The step allows easy access to the back of the pickup box, where many consumers store tools in locked boxes. The new truck also will feature Ford’s tailgate step, which was introduced on the Super Duty. All Ford F-150s also will be offered with Ford Sync hands-free technology, Sirius Travel Link, voice-activated navigation and Sony audio.

More standard safety features. They include AdvanceTrac with RSC, a roll stability control system, trailer sway control and side-curtain airbags.

Innovative safety options. Consumers will be able to choose an integrated trailer brake controller and a rearview camera assist system with a video display in the rearview mirror.

• Sales in traditional Euro 19 markets increase by 6.4 per cent to 129,500
• Sales in Germany soared by more than 25 per cent and in France by 27 per cent
• Monthly sales record in Russia and in commercial vehicles

Ford of Europe’s business momentum continued with another strong sales month in April.

“Our sales volume grew in 14 of the Euro 19 markets, while our market share increased in 16 of those 19,” said Ingvar Sviggum, vice-president marketing, sales and service, Ford of Europe.

“These increases were achieved even after we had taken the strategic decision in some countries, particularly the UK and Germany, to limit our short-cycle business. In the UK, for example, this switch in emphasis has led to an increase in the number of vehicles sold to private retail buyers.

“It is particularly pleasing to note our performances in France and Germany where sales were up 27 per cent and 25 per cent respectively. Although driven in part by an industry recovery following last year’s increase in VAT in Germany and CO2 incentives introduced in France, there was visible progress in our performance in these two key markets. And Ford leads the market in Spain after the first four months of the year – a first for us in that country,” he added.

Ford sales in the Euro 19 countries were up by 6.4 per cent to 129,500 giving a market share of 8.1 per cent.

When sales in Russia, Turkey and the 30 Ford European Direct Markets are added, Ford of Europe’s sales for April totalled 161,140, an increase of 8 per cent over the same month last year.

Ford’s success in Russia continued with sales rising 17 per cent to 18,200 – a record month. Sales in Turkey also improved, by 7.8 per cent to 6,900, giving a market- leading share of 14.4 per cent.

The new Focus was Ford of Europe’s top-selling model in April (33,100) across the Euro 19 markets, followed by the Fiesta (26,900). Sales of the new Mondeo increased further to 14,800.

April was a record month for commercial vehicles in the Euro 19 markets, with sales increasing by 1,900 to 23,500. This record was primarily driven by the Ford Transit, with over 15,600 units sold.

In the first four months of this year, Ford of Europe has sold 550,700 vehicles in the Euro 19 markets, giving a market share of 8.7 per cent, up by 0.1 per cent versus the same period last year. Sales in Russia, Turkey and Ford’s European Direct Markets added a further 112,000 units, taking the total to 662,700 an increase of three per cent compared with last year.

“The new Ford Kuga which goes on sale next month will further strengthen the sales appeal of the blue oval, particularly as it benefits from the lowest CO2 emissions in the expanding compact 4×4 segment”, said Ingvar Sviggum.

Ford Dealer

Modern Four-Cam Power motivates this Integral-Cab F-100

Jerry Boles from Port St. John, Florida, has enjoyed the automotive hobby almost all of his life. Shortly after learning to walk, he was rolling in the coolest customized wagons on the block, and the four-wheeled fun hasn’t stopped yet.

Jerry built several trucks over the years and owned a great collection of high-performance cars. All had one thing in common: None were trailer queens. His previous custom pickup transported him and his wife, Jean, to Pigeon Forge five years in a row, with the drive becoming a big part of the fun.

When it came time for a new project, Jerry had a few essentials on his wish list. Style was important, along with a leather interior, air conditioning, a stereo, and a distinctive engine. The new truck would also follow in the footsteps of his past trucks and be a solid, dependable driver that could handle long distances in comfort.

He found this ‘63 F-100 Styleside pickup with the “integral cab” (Unibody) about 2-1/2 years ago at a show in Knoxville, Tennessee. It had the sought-after big back window and short bed that he was looking for. The chassis was fairly stock except for a C-notch in the rear and a Volare front clip with disc brakes that the previous owner had installed. The rear uses leaf springs, air shocks, and a strong 9-inch Ford with 3.70 gears, although Jerry has plans to install a new independent rearend in the future.

Body mods began with shaving the door handles, adding a new rear pan, smoothing the tailgate, and hiding the gas-filler cap behind the license plate. Jerry added a fiberglass scoop to the metal hood and fitted the ‘63 with a rechromed ‘65 Ford grille, chosen so he could eliminate the parking lights. Subtle Harley units replace the originals. Classic lines flow from the Unibody rear fenders and wrap inside the doors, accented with a pair of Escort side mirrors that blend in perfectly. The unique bed floor, covered in polished pecan wood with stainless steel strips, is protected by a Checkmate fiberglass tonneau cover. Chrome Cragar wheels–15×8 all around with P275/60R15 Firestone Firehawk Indy 500s–give the truck a classic look. For extra tire clearance, Jerry added 4-inch tubs to the rear.

That big back window on the Ford was one of the reasons Jerry bought the truck, as it gives spectators a clear view of the custom interior. Chrysler seats and an unusual folding center console from a Taurus work together to create a comfortable, stylish environment inside. All the pieces were upholstered to match in Charcoal leather. With a little help from his friend, Rob Simpson, Jerry installed the ‘77 Ford adjustable steering column, topped with a Grant wheel. To keep track of all the underhood activity, Jerry uses a set of VDO gauges housed in an engine-turned panel on the dash. Power door locks, power windows, the Sony stereo, and the Southern Air A/C unit were the perfect options for long distance cruising.

With most of the elements checked off on Jerry’s list, the powerplant was next, but not just any engine would do. Keeping with the Blue Oval lineage, Jerry bought a totaled ‘94 Lincoln Mark VIII. The 4.6 DOHC V-8, fitted with an Overdrive four-speed auto trans, was just the right combination of horsepower and aggressive good looks. In addition to easily powering the truck down the road, the 281ci/290hp motor had a distinctive appearance that creates lots of attention when the hood is open (car-show attendees think it’s a Hemi).

Jerry is a self-taught welder and began the installation by fabricating new motor mounts and transmission supports. He smiles when he says putting the motor in was fairly easy. “The biggest hassle was getting the engine to run and connecting all the high-tech Lincoln computers,” he says. “With help from Dave Smart, we took out each wire, figured out what it did, marked it, and then routed it so it was out of sight. I learned my lesson. Next time it will be an aftermarket wiring harness.”

All the tedious work, however, was worth the effort. A visual delight occurs when you pop the hood. The huge 4.6 DOHC V-8 spans the width of the engine bay, giving you the first hint of the power in this motor. The firewall and fenders were smoothed, with many subtle changes added to the motor. The coil packs were moved to the rear of the engine, and the intake manifold was polished to a mirror-like shine. Cam covers were chromed, as was the radiator degas tank. Ford Racing Performance Parts headers were ceramic-coated to minimize heat in the engine room, and the pair of rumbling Turbo mufflers creates an unmistakable performance sound. To ensure free breathing, Jerry custom-built the side-mounted air intake, topping it with a high-flow K&N filter. The truck is air-conditioned, but the low-mounted compressor is hidden from view. Ensuring the engine keeps its cool, the stock Lincoln radiator and electric fan were retained. Once the engine and transmission were in place, Jerry trimmed the Lincoln aluminum driveshaft to fit.

As part of the final phase, Jerry put his three-car garage to good use, hanging plastic curtains when it was time to spray the truck. Self-taught, he handled the spray gun himself, shooting his favorite Ford shade of Rio Red. His friend Randy Johnson accomplished the detail work, buffing the finished paint job to a mirror-like shine.

Jerry says the completed truck was worth every minute of the 2-1/2-year build time, and it has already proven itself a winner in its first two outings, capturing Gold at the Palm Bay Ford show and Best Ford at the NPD/Silver Springs Mustang & Ford Roundup, both in 2007. Naturally, Jerry and Jean are eager to take their first long trip in their latest family ride.
Want the latest classic ride? Come to your local dealer!

2007 SEMA Show

Trucks don’t have to be big or dumb, but combine those traits with the unbridled spirit of SEMA, and it’s an easy way to end up with the equivalent of steroid-pumped body builders: massive machismo that’s not useful for much other than dutiful glances. We’re at a loss as to why there was an abundance of empty-bedded monster machines choking this year’s SEMA show.

A row of trucks, where last year there were cars.

Judging from the low rocker panels, we’re pretty sure this beast is limited to on-road use, such as picking up buckets of KFC or transporting Pavarotti’s casket.

Hope you don’t need to stop on a dime. This people hauler has drum brakes, not dissimilar to those invented by Louis Renault in 1902, up front.

We love monster trucks—every alcohol-fueled moment of their existence is a tiny gift. We’re certain, however, that we don’t need street-registered monster trucks behind us in fast traffic.

For those who still feel emasculated in their four-ton pickup truck, slap on an Iron Bull bumper. Resist the temptation to play chicken with freight trains.

The turbo direct-injection gasoline engine is just as important as the new body.

Not long ago, it would have been unthinkable that Ford, the automaker that defined the mid-size SUV with its Explorer in 1990, would even consider abandoning the category in which it once reigned as sales king. But exit signs have been growing in number as the automaker has fiercely embraced the crossover craze, leaving other segments, such as minivans, in favor of car-based utes.

But the bread-and-butter Explorer! If you need to see it to believe it, go to the Ford stand at the North American International Auto Show in Detroit for a firsthand look at the Ford Explorer America concept. It shows where Ford is taking mid-size utility: to a car platform in the next five years. “In this range of vehicle, unibody is a great solution,” says designer Freeman Thomas.

Being a concept, some liberties were taken. There are no B-pillars in this design study. And it has sliding rear doors to make the loading involved in everyday chores easier, but Thomas says that’s okay because the silhouette is designed to make the vehicle look nothing like a minivan. We’ll see.

Occupants still enjoy elevated seating positions, and single-touch-stackable sliding seats are supposed to make it easier to climb into the second row. There is still some off-road functionality. When the America is parked, a work table comes out of the liftgate.

Ford performs ute-reassignment surgery on a revered name.

Ford’s Explorer ruled the sales charts in the 1990s, but the Firestone tire debacle and the emergence of crossovers has sapped the sport-ute’s lifeblood. Ford is hoping to change that with the debut of its Explorer America concept vehicle at this month’s Detroit auto show.

While officially described as a concept car, company insiders hint that a close look at the America concept will reveal the shape of what’s to come when Ford relaunches its mid-size SUV in a couple of years.

The concept suggests that Ford will follow in the tracks of its new crossover competition, migrating from body-on-frame to unibody construction. There are clearly some trade-offs with the change: while there’s a reduction in weight (150 pounds for the V-6 version) and a notable improvement in on-road driving dynamics, off-road capabilities are reduced, as is towing capacity. But for the average motorist, that’s likely to matter little.

2008 Ford Explorer America Concept2008 Ford Explorer America Concept |
The most notable new technology on the Explorer America concept is the EcoBoost powertrain. More accurately, Ford is showing two of these gasoline turbocharged direct-injection (GTDI) engines. There’s a 2.0-liter in-line four making a hefty 275 horsepower and 280 pound-feet of torque, as much as a typical SUV V-6. Meanwhile, the 3.5-liter EcoBoost V-6 produces the power normally found in a V-8, 340 hp and 350 lb-ft.

By going with these downsized engines – a V-6 instead of a V-8, for example – a motorist would get about 20 percent better mileage, while the production of carbon dioxide would be reduced by 15 percent, according to Ford projections.

But there are other gains to be had, including the concept’s lighter weight and the use of additional mileage-minded technology, such as electric power steering. All told, the company estimates the America concept would yield as much as a 30-percent improvement in fuel economy, compared with the current Explorer.

The America’s design shows a migration away from existing SUV styling, with a look closer to Ford’s new Flex crossover. Both share the brand’s new signature three-bar grille. Other notable design cues on the America concept include a power-dome hood bulge, wrap-around rear glass, and a minivan-like sliding rear door, which improves access to the concept crossover’s three rows of seats. Inside, those seats can be slid into a variety of configurations; a work table, and seats can even deploy from the tailgate.

2008 Ford Explorer America Concept2008 Ford Explorer America Concept |
The America gets the latest version of Ford’s Sync multimedia system. Developed in partnership with Microsoft, it boasts voice-controlled audio and Bluetooth hands-free phoning. To complete the high-tech package, the Explorer America features a three-dimensional compass and navigation system, with a topographical map, built into the instrument panel.

Getting in Sync without the awful pop aftereffects.

Ford’s mid-size SUV-pickup was new in 2006. It sports a 16.8-inch increase in wheelbase from its prior rendition, a revised suspension based on the current Explorer SUV and an available V-8 option (the previous Sport Trac offered only V-6 power).

The Sport Trac has a four-door cabin and handy composite cargo box with two-tier storage ability, available hard tonneau cover, and three integrated tool and gear bins with drain plugs. It is nearly five inches longer, two inches wider, and two inches lower than the previous Sport Trac model, with added interior room and a larger bed that provides a 30-percent increase in cargo capacity.

The Sport Trac rides on an independent suspension for better ride and handling qualities with less vibrations and harshness. Ford’s sophisticated Roll Stability Control is included for safety’s sake; this system helps prevent the vehicle from rolling over in extreme maneuvers by briefly applying the vehicle’s anti-lock brakes one wheel at a time if the system detects a potential rollover or loss of control is about to occur.

A 4.0-liter, 210-horsepower V-6 is the standard powerplant, with the Explorer’s 292-horsepower 4.6-liter V-8 available for added muscle and enhanced towing capabilities (up to 6800 pounds). Both rear- and four-wheel-drive models are offered. The six comes with a five-speed automatic; the V-8 with a six-speed automatic.

For 2008, the Sport Trac adds standard curtain airbags, fog lamps, a power rear window, and a drop-in storage bin, along with a leather-wrapped steering wheel. Options include available voice activation for the optional navigation system, and later in the year, Ford’s Sync system, which uses Bluetooth and a touch screen to control in-truck communications and entertainment features.

Making the best better?

Can the best get better? It’s certainly hard to argue with success, and for the last quarter century, Ford’s big F-Series pickups have dominated the U.S. sales charts, despite a growing onslaught of domestic and import competition.

For 2009, Ford is making some major changes to the full-size truck, and while it isn’t quite a ground-up redesign, the update is significant enough to keep the competition worried.

Among the most significant updates, an improved box frame means a 10 percent increase in torsional rigidity, and that translates into both a more stable ride and increased towing and hauling capabilities. Standard Roll Stability Control minimizes rollover risks, while the new Trailer Sway Control reduces the risk of accidents while towing. An updated, foldaway bed extender makes it easier carry oversized loads. And Ford adds several additional versions of the F-Series for 2009, moving further away from the old one-size-fits-all approach to pickups.

Pickup buyers want a package that doesn’t compromise their needs. These days, that means a variety of cabin and bed configurations. No other automaker offers quite as many options as Ford, the 2009 F-Series available with three different cab styles, four box options and, now, seven unique trim levels.

The Taurus X is a tall wagon version of Ford’s nicely upgraded and sadly underrated Taurus sedan. In addition to a roomy third row of seats, the Taurus X has a more SUV-like interior than its sedan sibling.

The Taurus X’s roof rises toward the back because each row of seats is higher than the row ahead to give everyone a good view. The stepped roofline gives everyone plenty of headroom, too.

Kelley Blue Book also notes that the Taurus X is an Insurance Institute for Highway Safety “Top Safety Pick.”

Ford has worked diligently in recent years to diversify its lineup with fuel-efficient cars and crossovers. But the new F-150 could still prove the ultimate linchpin in the automaker’s plans to bounce back from a record $12.6 billion loss in 2006.

That’s because the F-150 is the strongest entry in the F-Series line, which remains the backbone of Ford’s North American business.

The F-Series accounted for more than one out of every four vehicles sold by the automaker in the United States last year, making the company heavily reliant on the F-150’s reputation and sales.

Ford does not divulge F-150 sales separately from its F-Series sales, which include the heavy Super Duty truck. But the F-150 generally accounts for 60% of F-Series sales.

Profits on full-size pickups range between $10,000 and $12,000 per truck, excluding marketing costs, according to CNW Marketing Research in Bandon, Ore. For Ford and other automakers, that amounts to billions of dollars every year.

“For us at Ford Motor Co., the F-Series is our foundation, our core. It’s what the rest of the house is built on top of,” Jim Farley, Ford’s group vice president of marketing and communications, told the Free Press during a recent interview at Ford’s design studio, where new F-150s were being touched up for today’s show. “It’s fundamental to our turnaround.”

What’s New: Redesigned for 2008; F-450 is a new model.

Tows and hauls so easily it makes light-duty trucks look like Tonka toys; with the torquey diesel, pretty speedy for a big boy.

A big truck with a stiff and jittery ride, but put a few thousand pounds in the bed or a trailer behind it and it smooths out. One of the most competent tow rigs we’ve driven.

The only things these trucks share with the F-150 are the F-series designation and a few basic mechanicals. With a unique frame, two separate engine options, and beefy, upgraded front and rear suspension setups, the Super Duty can carry up to three tons in the bed and tow nearly twelve.

The Chicago auto show has been quite the event for the Blue Oval—it also introduced the Transit Connect super-utility van, and the Ford Edge Sport—but no Ford Windy City debut is as seriously cool as the Work Solutions suite of gadgets.

A four-pronged attack on inefficiency and lost productivity among skilled tradesmen, contractors, and large truck fleets, the Work Solutions gizmos include an in-dash, Windows CE–based mobile computer; an RFID tool tracker; a fleet telematics and diagnostics system; and a bed-mounted equipment lock.

All of the devices are designed for 2009 F-series trucks, E-series vans, and the Transit Connect, although any of the tech is available as a dealer retrofit to some existing vehicles, including F-series trucks from 1997 or later, thanks to the in-dash computer’s double-DIN compatibility.

Surfin’ “Casual Encounters” in Your Truck

While most tradesmen and contractors consider their trucks to be their mobile offices, the key ingredient in most modern offices—connectivity—has been missing. That’s where the in-dash computer comes in.

Powered by Windows CE, the computer uses Sprint’s EVDO cellular data network to offer full Internet access. Besides offering all the features of a full-function browser, the Internet connection also allows truck drivers to connect remotely to a central computer to open word processing documents, spreadsheets, invoices, or anything else on their desktop computer at home or the main office. Navigation is a snap thanks to the wireless keyboard/trackpad combo—it looks like a laptop with the screen removed.

Here’s a scenario Ford laid out: a contractor is on the job site when the customer asks for a change in materials and an updated invoice. The contractor heads back to his truck, remotely connects to the office computer, and pulls up the invoice on the 6.5-inch touch screen. He keys in a few changes using the keyboard, and prints out the new invoice with an available Bluetooth-connected printer—all from the cab of his truck in a matter of minutes.

The computer also integrates a Garmin GPS navigation unit that can provide real-time traffic, weather, and fuel-price information. A USB port, auxiliary music jack, and an SD card slot allow for MP3-player connectivity, memory expansion, and for a few files to be imported to the computer’s flash memory—you can set a family photo as the computer’s wallpaper or send job site photos back to the office via e-mail. The computer also has a CD slot for music and Bluetooth phone connectivity.

Green cars, those electrified and biofueled machines flooding show floors of late, reflect the most significant trend in the industry, with individual models such as the Saturn Flextreme increasingly forecasting a future of less oil consumption and reduced tailpipe emissions. But by just about any quantitative measure, the most significant vehicle in the world today is the Ford F-150, a single nameplate that outsells most automotive marketing divisions (Ford sells more F-Series trucks than Chrysler sells vehicles, period). So when the big Blue Oval decides to update its sales juggernaut–and if the update is done well–we take notice.

The 2009 F-150 redo starts with a fresh exterior design, but according to Ford, the truck also will boast better towing and hauling specs, though the automaker wouldn’t reveal the exact numbers.

A bevy of new features should broaden the truck’s appeal to prospective buyers, including integrated side and tailgate steps to ease access to the bed, as well as a standard capless fuel-filler system. Available information and entertainment options include the Sync hands-free interface, navigation with real-time traffic and weather and a premium Sony sound system.

Standard safety features run the gamut, from stability-, roll- and trailer-sway-control systems to a rearview camera and an available integrated trailer-brake controller. Ford adds a trim level to the top end, too, a luxury package called Platinum that features an exclusive satin-chrome grille with mesh inserts, 10-way powered captain’s chairs, wood and aluminum interior trim and 20-inch polished-aluminum wheels.

Given all that, the F-150 wasn’t an automatic shoo-in for our Most Significant award, as Ford featured two other contenders for the title: the Explorer America concept and the Verve sedan concept. Both vehicles represent important segments for the struggling automaker, and we liked what we saw in terms of the direction Ford wants to take for each.

Surprisingly, styling changes for the 2009 Ford F-150 seem to be fairly subtle. A revised hood, grille (clearly reminiscent of the Ford Edge crossover), front bumper, and new lighting front and rear are all present, and the fenders display a crease that follows the flared wheel arches — an interesting design touch. A new side trim strip adorns the side of this F-150 prototype and the mirrors have changed too, with a more streamlined shape.

While recent times haven’t been rosy for Ford here in the States, business is much better for the Dearborn, MI automaker overseas. To keep blue skies in foreign markets, Ford is ponying up $209 million in South Africa for both a new truck plant and diesel engine plant that will produce the replacement for the automaker’s overseas-only Thailand-sourced Ranger. Neither the truck nor its diesel engine will reach our shores, but both will be available in many markets abroad. Part of the big investment will cover training existing employees, and eventually adding 500 valuable jobs by 2011.

It’s good to see that Ford is committed to investing money in markets where growth is happening. In fact, happy go lucky CEO Allen Mulally went so far to say that he expects Ford will one day achieve two thirds of its global sales outside our proud borders.

The selections were made after vigorous debate among AutoWeek’s editors following the press preview days for the Detroit auto show.

“Sometimes the discussion lasted only a few minutes, and then there were times when we went back and forth and had appeals,” said Dutch Mandel, AutoWeek editor and associate publisher. “But these vehicles are the best from this show.”

The four honored vehicles are:

–Most Fun: Audi R8 V12 TDI concept. “The R8 is already one of the sexiest supercars on the road,” said Mandel. “But Audi upped the game considerably with a turbocharged V12 diesel.”

–Best Concept: Cadillac CTS Coupe. “We can’t wait to see this on the road,” said Mandel. “You can even see fins in the taillights.”

–Most Significant: 2009 Ford F-150. “This is the bread-and-butter vehicle for Ford. If Ford is going to bounce back, it will do so on the back of this new F-150.”

–Best of Show: 2009 Chevrolet Corvette ZR1. “This is an iconic car and an iconic Corvette. A carbon-fiber body and 620 hp under the hood–we love it.”

The awards were handed out on Wednesday during the AutoWeek Design Forum in Detroit.

Ford updates two of its classic haulers for 2008.

Matching the right vehicle to the job is important – especially in small business, where efficiency and image count. You wouldn’t drive a Jaguar to the dump, just as you wouldn’t cram the soccer team into a Volkswagen Beetle.

For the question, What do I drive when I have hauling and towing work to do?, Ford has two answers, both of them redesigned for the 2008 model year and in dealerships now.

The 2008 Escape is Ford’s solution for light jobs around town. This popular sport-utility vehicle – more than a million have been sold to date – has been given a fresh new look for the first time in its seven-year run. Although the Escape is built on a passenger-car chassis Ford designers have given it a more macho look, with a bold front end and prominently flared fenders. That will make it easier to capture former Explorer owners who are fleeing truck-based SUVs.

Inside, the new Escape feels more upscale than its predecessor. It is the first model to get Ford’s new interior lighting design, which replaces the traditional green numbers and letters on gauges with an elegant blue. Unfortunately, the same improvements haven’t been made to the powertrain.

The loaded version I drove was powered by Ford’s workhorse V-6 and coupled to a veteran four-speed transmission. On a run past Henry Ford’s old house in Dearborn, Mich., performance was adequate, though the brakes didn’t respond proportionately to firm pedal pressure, creating a certain uneasiness. On the plus side, safety equipment such as side-curtain airbags has been made standard despite a several-hundred-dollar price cut.

With its optional towing package, the Escape has a towing capacity of 3,500 pounds – featherweight compared with the 16,000-pound camper-trailer I hauled around Ford’s test track behind a 2008 F-450 SuperDuty pickup.

With its shoulder-high front end and yawning chrome-ribbed grille, the SuperDuty looks as if it eats Escapes for breakfast, and its price reflects the fact that it’s the most powerful factory-made pickup available. With the optional 6.4-liter diesel engine that produces a stump-pulling 650 foot-pounds of torque at 2,000 rpm, the SuperDuty can haul loads that weigh as much as 12 tons.

I felt pampered in the high-luxe King Ranch edition, with its leather-trimmed seats, console and doors. The cab can also be equipped with a touchscreen computer that will map routes or handle book-keeping. But most of my attention was focused on keeping the trailer going in the right direction while negotiating the bends and banks at the track. Shifting gears made takeoffs a little jerky, but a feature called Tow Command, which integrates brake control on the truck and the trailer, kept the stops smooth.

If I had to choose between the two vehicles, the SuperDuty would get the nod. It gives everything else on the road an automotive inferiority complex.

For Matt O’Leary and Pat Schiavone, P415 was just another assignment. To their bosses in Dearborn, though, P415 — the internal codename for the 2009 Ford F-150 — was almost certainly the Ford Motor Company’s single most important new-model design and development program this decade. The F-150 is a phenomenon: More than 33 million have been sold since the nameplate was launched in 1948, and the F-Series has been America’s best-selling truck for 31 years straight. Last year, one in three vehicles carrying the Blue Oval badge sold in America was an F-Series. On a world scale, the F-Series accounts for 13 percent of global Ford Motor Company sales — including Volvo, Jaguar, Land Rover, Mazda, the lot. This thing is a big deal in Dearborn.

Chief engineer O’Leary and chief designer Schiavone seem remarkably relaxed about it all, however, as they walk us through the detail of the new F-150. That’s because they’re old hands at this game: They and their teams worked together on P221, the F-150 that launched in 2004. O’Leary’s spent 30 years at Ford, most of it working on truck programs. Schiavone grew up around trucks — his father was in the construction business — and has helped design three generations of F-150. These guys know trucks.

They understand that, even though barely 20 percent of customers will ever use the 2009 F-150 as a hard-core work tool, it’s become more important than ever that it looks truck tough on the outside and is truck tough under the skin. “It’s almost the modern horse, a bit of a cowboy culture thing,” says Schiavone. “Trucks grew out of the occasional imperative,” says O’Leary, “I have the capability if I need it.”

Both men also understand that full-size-pickup buyers are among the most conservative consumer groups in the auto biz. Which is why the 2009 F-150 is a carefully considered study in evolution, not revolution. It starts with the fully boxed frame, which is 25 pounds lighter and 10 percent stiffer, thanks to hydroformed high-strength-steel side rails. The double wishbone short- and long-arm front suspension with coil-over shocks shares components with the 2008 Expedition. The 36mm front stabilizer is hollow and eight pounds lighter than the previous component. At the rear are six-inch-longer leaf springs, the extra length forward of the axle centerline for better lateral compliance and reduced rear-axle steer.

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.

Perhaps the only way to make the Roush Performance Nitemare look more sinister is to paint the whole truck flat black. Otherwise, it’s as mean as the name suggests.

One problem with trucks is that they handle like, well, trucks. Roush has a good solution with its optional sport suspension. The package lowers the Nitemare with coil springs up front, leaf springs out back and longer shackles to drop the rear end further. Bilstein shocks improve control. Now if there were only an equally impressive upgrade for the brake system.

In day-to-day use, the 445 hp and 500 lb-ft make living with this beast something of a joy. There’s always power to pass, and it’s great fun to surprise unsuspecting sports-car owners off the line. The 5.4-liter V8 now requires premium fuel, but even with that, it was easy to average a relatively impressive 15 mpg in mixed driving, without the feather foot.

The instant surge of power from the roots-type blower roasts the rear tires or rockets it to its 105-mph speed limiter with lots of audible whine the whole time. Roush officials say there is potential for more top speed, but that would require a new driveshaft and possibly other upgrades. Yes: It is easy to question why anyone needs to go more than 100 mph in any truck.

Should you drop $16,400 on this Nitemare package, it includes a front chin spoiler, dual exhaust, 20-inch chrome rims, lots of black trim pieces, special leather buckets, a billet aluminum grille, unique gauges, aluminum pedals and a 3.73 limited-slip rear axle in addition to the Roushcharger system. Only 100 copies will be built. Want one? Talk to your local Ford dealer fast!