We can reveal Ford's plan to launch a convertible version of its Fiesta He is the picture that prove the brilliant new Ford Fiesta is about to blow its top!

As blue oval’s sensational supermini sets up to wow British Motor Show visitors next week, we can reveal the cabriolet version – which is set to hit the road here in 18 months’ time!

The new Fiesta has already caused a stir with Ford fans and rivals in three and five-door form. Here in the UK, the cabrio will face a pack of rivals that has expanded quickly since the success of the Peugeot 206 CC.

The drop-top is likely to take inspiration from the Fiat 500 Cabriolet.

Ford currently offers a coupé-cabriolet version of the larger Focus, but the first official open-top Fiesta will have a fabric roof. That will help keep weight gain to a minimum and mean performance, emissions and economy aren’t hampered.

Ford is working on a four-door coupe version of its successful Mondeo. It will be a sportier car, that will compete with cars like Volkswagen Passat CC and Mercedes CLS. The car is expected to go on sale in 2012.

The coupe version will be unveiled after the sedan will receive its facelift in 2010.

The Mondeo Coupe will feature frameless side windows, vertical air vents behind the front wheels, finned C-pillars, translucent 3D tail lights, adjustable seats and the new black panel MMI touchscreen interface.


Of course the coupe will be much more expensive than the regular sedan, but for those money you will receive better technology: a start-stop system that will help reducing consumption and emissions, adaptive cruise control that can recognize speed limits, park system and many other goodies.

Under the hood Ford will place the best engines currently found in the Mondeo: the 175bhp 2.2-litre diesel from the Titanium X Sport model and a turbocharged 217bhp 2.5-litre petrol five-cylinder. The engine will be mated to a six-speed manual transmission, but an option Ford will also offer the new Powershift double-clutch gearbox.

The good news is that Ford is expected to offer more than half-a-dozen small vehicles in North America by 2011. The better news is that all will be based on models designed and engineered by Ford of Europe. Although one car that may never hit U.S. shores is the next-generation Ka. Sources say a North American Ford Ka is not planned but could be considered of Americans decide to go that small.

Nonetheless, let’s talk about what’s headed over to the stateside from the European side. First, as you all know by now is the Ford Fiesta. The first globally-engineered Ford model will go on sale in early 2010 and will be available in three different variants including a sedan, three-door and five-door hatchback.



Sources say Ford is also considering a multiactivity vehicle that will use the Fiesta platform. No word on whether it will be a long-wheelbase version of the Fiesta, but a 2012 model year for the car is expected.


The second globally-engineered model will be our beloved Ford Focus. Based completely on the European version, the next-generation Focus will make its debut as a 2011 model year.





North America is also expected to get its own version of the C-Max for the 2012 model year along with the next-generation of the Ford Escape which will be based on the Ford Kuga and its C1 platform.



Ford will redesign the Ford Fusion for the 2010 model year and will also offer a hybrid variant. Also in 2010, Ford will offer a redesigned and re-engineered Ford Taurus based on the next-generation Mondeo.


As far as mid-sized and full-sized SUVs and pickups go, Ford will redesign the successful Edge for the 2011 model year; an Explorer redesign is pushed back to 2012; Taurus X will be axed in 2009; Flex will be redesigned in 2012; Expedition will live on but will get lighter; and the new smaller F-100 will fill a spot between the Ranger and F-150.

Off to a quick start: Eaton's Corp.'s Hydraulic launch assist system demonstrated in shuttle bus, delivery van applications


by Bill Siuru

It is generally accepted that hydraulic hybrids are well suited for the frequent start-stop duty cycle of medium-duty vehicles like shuttle buses and package delivery trucks. In both parallel and series hydraulic hybrid systems, benefits include fuel savings that occur when stored hydraulic energy is used to assist the engine during acceleration. Acceleration can also be significantly improved due to the high power density of hydraulics, and the energy transfer is virtually transparent to the driver. Also, the regenerative braking inherent in the systems reduces brake wear.

Prototypes for both parallel and series hydraulic hybrid vehicles have been developed using Eaton Corp.'s Hydraulic Launch Assist (HLA) technology. Eaton supplied its parallel HLA system for use in a hybrid shuttle bus demonstrator program managed by IMPACT Engineering Inc. As part of the U.S. Army's HAMMER (Hydraulic Hybrid, Advanced Materials and Multifuel Engine Research), the program is aimed at reducing fuel consumption in military ground vehicles.

Ford Motor Co. was responsible for the design and manufacture of the vehicle , MKP Engineering preformed structural analysis and the University of Toledo, Ohio, was responsible for hydraulics research.

In a parallel hydraulic hybrid configuration, the conventional powertrain is augmented by a hydraulic system consisting of a reversible hydraulic piston pump/motor coupled to the driveshaft through a clutch, a high-pressure accumulator, a low-pressure accumulator or reservoir and associated plumbing.

Fuel savings come from regenerative braking and by shutting off the engine rather than letting it idle when the bus is stopped. When a driver steps on the brake pedal, kinetic energy from deceleration drives the pump/motor as a pump to force hydraulic fluid out of a low-pressure fluid reservoir into the high-pressure accumulator. The fluid compresses nitrogen gas in the accumulator to pressurize the system. At start-up or in acceleration conditions, the HLA system switches from pump to motor modes. The nitrogen gas forces the hydraulic fluid back into the low-pressure accumulator passing through the pump/motor, which applies torque to the driveshaft through the clutch.

In the hydraulic hybrid shuttle bus, a 14,000 lb. GVW Ford E-450 Cutaway chassis is used with a bus body supplied by Glaval Bus. The bus is powered by a 6.0 L Ford Power Stroke V8 diesel engine rated 235 hp with 440 lb.ft. of peak torque. Eaton's Gen 2 HLA system boosts the overall output of the drivetrain to approximately 300 hp and 1000 lb.ft. of torque.

High-pressure fluid is stored at 5000 psi in the 10.5 L accumulator, which is part of the "filled for life" closed-loop system. When combined with a reduced axle ratio, the shuttle bus has demonstrated a 26% increase in fuel economy, and vehicle noise has been reduced during acceleration.

In the delivery vehicle application, a UPS package truck was developed through a partnership between the EPA, Eaton, UPS, International Truck and Engine Corp. and the U.S. Army. In this series hydraulic hybrid truck, a high-efficiency 6.0 L International VT365 V8 diesel was combined with a hydraulic propulsion system that replaced the conventional transmission and driveshaft. The series hydraulic hybrid gains its improved fuel efficiency through regenerative braking, by operating the engine at its optimum speed range and by shutting the engine off when not needed.

Again high- and low-pressure accumulators are used. A hydraulic pump driven by the engine pressurizes the system, while a combination, piston pump/motor connected to the differential drives the wheels and recovers kinetic energy during braking.

This hydraulic-diesel hybrid technology has achieved a 60 to 70% improvement in fuel economy and more than a 40% reduction in carbon dioxide emissions in initial laboratory testing. The EPA estimates that the technology has the potential to save more than 1000 gallons per year for each urban delivery vehicle. UPS will begin testing the vehicle this year on the road in the Detroit area and then will bring it to Cleveland for additional testing.

According to the EPA, when manufactured in high volume, the added cost of the hybrid components could be recouped in less than three years through lower fuel and brake maintenance costs. The series HLA has the advantage that a conventional transmission and driveshaft is not needed, while with the parallel HLA, the conventional drivetrain is still available for backup. In both systems, the hydraulic component is designed to last the life of the vehicle.

Bill Siuru, PhD, PE, is a Diesel Progress field editor based in Temecula, Calif.

COPYRIGHT 2007 Diesel & Gas Turbine Publications
COPYRIGHT 2008 Gale, Cengage Learning

You might notice a new feature in Ford cars soon. The Ford Motor Company recently received support from the national Emergency Number Association (NENA) to offer a 911 Assist feature in combination with its SYNC system. Here are some things you can expect from the new emergency feature:

• When the airbags are deployed in a SYNC-equipped vehicle, the 911 Assist feature connects the driver and passengers with local emergency services automatically.
• The 911 Assist feature is not subscription based, meaning you can use it as long as you have the SYNC system installed in your Ford car.
• This emergency feature is launching later this year.
• The Ford Motor Company is working with NENA to train and educate operators so they can properly and effectively use the system when it’s needed the most.
• The SYNC 911 Assist system is updatable. That means when updates are available, you’re eligible to have your system updated as long as you own a 2008 or 2009 SYNC-equipped vehicle.

Ford is proud to be working with NENA on this venture. According to Doug VanDagens, Ford’s director of Connected Services Solutions, the automaker “believed it was important to work with such an organization to ensure that emergency personnel across the country learn what to expect from 911 Assist.” And since the service is non-subscription based, Ford becomes the leader in accident-assistance features.

With features like this, is it any wonder that Ford is back on top of the automotive industry?

Posted in Ford Trucks
Have you ever heard of a self-driving car? I’ve heard of a self-parking car, but this takes the idea to a whole other level.

You probably won’t see a large number of self-driving vehicles on the road for at least another decade or so. But think of how much fun you can have with one of these on a closed course! The company that made it – Torc Technologies – has already worked on a similar model with Virginia Tech. They recently started selling a self-driving version of this model earlier this month. It sells for about $90,000 right now. That seems rather pricey for a car that you can only drive on a closed course.

The auto industry is moving closer and closer to adopting self-driving technologies. I’ve already mentioned the self-parking technology, but more and more cars have features like crash avoidance technology and pedestrian awareness. One company even has a feature called “lane departure control” which makes the car stay in the lane that it’s in. If it veers from its lane, it uses the brakes to “kick itself back on course,” according to Car and Driver magazine.

Torc Technologies is also working on a self-driving technology for the military. In addition, the company has also created a feature called SafeStop, an emergency system that stops unmanned vehicles so they can get out of trouble.

You probably won’t see these features at your local dealer any time soon. But since Torc Technologies created the vehicle on an Escape hybrid, you’ll probably see these features built into Ford trucks before any other brand. It’s just another way Ford is leading the industry in innovations.

Ford Upgrades Sync, Navigation System as Microsoft Deal Expires
By Byron Pope
WardsAuto.com,

Ford Motor Co.’s exclusive right to Microsoft Corp.’s Sync technology expires in November, and the auto maker is making a final push to leverage the technology in its third-generation navigation system.

Microsoft already has announced a deal with another Automotive Group that will begin offering similar features as Sync beginning in the ’10 model year.

But it’s unlikely the system will be an exact copy of Ford’s technology, which allows for hands-free operation of cellular phones, iPods and other MP3 devices, says Phil Magney, president & co-founder of Telematics Research Group Inc.

“The package that Ford was able to bring to market is what made it unique,” Magney says. “Of course, other auto makers could bring in the same features, but everybody will want to do it slightly different and optimize it for their human-machine interface and make it consistent with the brand.”

Magney says Ford has done an excellent job leveraging the Sync technology, which has helped cast the auto maker as a provider of cutting-edge technology, and perhaps more importantly, helped it sell vehicles.

When competing auto makers finally get access to the Sync technology, there will be a learning curve, Magney says, as Ford has the advantage of having worked with the system for more than a year.


New navigation system shows up-to-date fuel prices.
“I would say it’s given Ford a bit of jumpstart on that type of solution,” he says. “All indications are that they’re very pleased with all the interest in Sync. There’s no doubt in my mind that Ford got its money’s worth on that exclusivity.”

Now Ford is hoping to build on its momentum from Sync with the addition of Travel Link to its new navigation/entertainment system.

The technology integrates Sync with the Sirius Travel Link navigation system, which offers consumers a variety of data, including current gasoline prices, real-time traffic, coast-to-coast weather conditions, sports scores and movie listings.

The system also provides more obscure information, such as skiing conditions, Ford spokesman Alan Hall says.

“You can pull up weather and wind conditions, base depth, snow conditions and the amount of snow in ski areas around the nation.”

Travel Link also offers a “juke box” feature, which allows the storage of up to 2,400 songs on a 10-gigabyte internal hard drive, Hall says, noting the system enables a CD to be “ripped” to the hard drive.

Once the CD’s tracks have been transferred, the album’s cover art will be displayed on the navigation screen, a feature that comes courtesy of Ford’s partnership with Gracenote Inc., a supplier of music identification and playlist technologies.

The system will allow only CDs to be copied to the hard drive and not songs from personal MP3 players, Hall says.

“It can’t be downloaded music, because it’s a copyright issue,” he says. “So you have to actually own the CD.” Saved music on the hard drive can be accessed by voice command. The system also can show DVDs when the vehicle is in park.

In addition to Travel Link, Sync gets upgrades, including 911 Assist and vehicle-health reports.

With 911 Assist, authorities automatically are contacted via cell phone in the event of a serious accident that involves airbag deployment.

Before placing the emergency call, Sync provides a 10-second window that allows a vehicle occupant to cancel the call. A pre-recorded message will play when the call is answered, and a vehicle occupant then is able to communicate directly with the operator, Ford says.

Unlike General Motors Corp.’s OnStar telecommunication system, which also provides emergency assistance, 911 Assist is provided free of charge.

Additionally, consumers can access a dedicated website to establish their preferences for vehicle health reports. The reports are generated from information provided by the vehicle’s major control modules, after which data is sent to Ford through the user’s cell phone. The entire process is free of charge, takes just a few minutes and includes routine checks of more than two dozen vehicle systems, Ford says.

Magney says Travel Link and Sync are indicators of where in-car telematics are heading.

“I tend to think telematics services provided by broadcast methods will become increasingly popular going forward,” Magney says. “And that’s what Travel Link does, it provides weather and other elements, and on top of that, by integrating Sync into the functionality of the navigation system, it’s another positive move for customers who want that functionality.”

Although both Travel Link and Sync work in conjunction, they are actually based upon two different platforms, which Ford has strived to integrate, Hall says.

Xanavi Informatics Corp. supplies the technology used for Travel Link, while Sync utilizes Microsoft Auto software. Both employ different voice-recognition technologies, although Ford has integrated them well enough that they are nearly indistinguishable from each other, Hall says.

“We’ve been able to engineer it so they sound exactly the same and the commands you give are the same,” he says. “The same commands are there so the customer doesn’t have to learn a duplicate set of terms or be concerned about what system they’re using.”

The next-generation navigation system now is available on the ’09 Ford Escape and Mercury Mariner cross/utility vehicles, which are equipped with 6.5-in.(16.5-cm) screens.

The upcoming ’09 Ford Flex CUV and Lincoln MKS sedan boast 8-in. (20.3-cm) screens and Ford’s new human-machine interface, which Hall says is more intuitive.

The new system will be available on most Ford vehicles as a $1,995 option, the same price as the previous generation.

Every mile to the gallon counts nowadays.

That's why carmakers, looking for ways to meet consumer demands for higher-mileage vehicles, are returning to basics and using low rolling resistance tires to gain an additional mile or two per gallon.

Once reserved for hybrid vehicles, these energy-saving tires are finding their way onto more models such as the 2009 Ford Escape. Advances in tire compounds have helped tiremakers create more efficient choices for consumers looking for replacements down the road.

When Ford Motor Co. introduces its 2009 compact SUVs this summer, all of them will include low rolling resistance tires.

Using the 16-inch Michelin Latitude Tour low rolling resistance tires on its four-cylinder 2009 Escape boosted fuel economy by 1 mile per gallon, to 21 mpg in the city and 27 mpg on the highway.

Consumers, tired of putting $80 worth of gas into their tank twice a week, see fuel mileage as one of the most important factors in their next vehicle purchase.

"People react emotionally to the price of gas," said Eric Ibara, director of market valuation at Kelley Blue Book. "Sometimes people focus in on just one factor. They're trying to reduce their fuel cost."

How tires work
Michelin, along with other tire companies, continues its quest to reinvent the wheel, so to speak.

There are several factors needed to build a better tire, but first, you need to understand how regular tires work.

According to Dave Stafford, chief operating officer at Michelin Americas Research Co.: Tires, by their elastic nature, absorb energy in a process called flexing. When the engine spins the wheel, the tire flexes and turns that motion into heat. Mr. Science might explain it with this formula: (Tire power loss) = (Power input at wheel axis) -- (power output at the ground).

Rolling resistance is exaggerated when a tire is underinflated, which is why so many people tell you to check your tire pressure.

"Basically, every time it rotates it flexes," Stafford said. "That flexing causes those materials (in the tire) to absorb energy."

By using different materials, however, less energy is absorbed, and the tire uses more of the energy to move the car.

That's the gist: Reduce the resistance, and the tire becomes more efficient. A more efficient tire translates into better gas mileage.

The Green Seal, a nonprofit environmental organization, estimates that between 1.5 percent and 4.5 percent of all gasoline used by cars and trucks in the United States could be saved if all replacement tires were low resistance.

Tire cost is higher
So does that increase in mileage translate into real savings for consumers?

It certainly has an eco-marketing aspect. And Michelin estimates a set of its Latitude Tour HP tires can save you $300 or 68 gallons of gas during a lifetime of regular use. A set of Primacy MXV4 tires can save you 51 gallons of fuel or $200.

"There's the potential to recoup the price difference with energy saving tires," Stafford said.

Replacement tires vary in price by dealer. A search for low rolling resistance tires for the Ford Escape hybrid ranged in price from $150 to $260 per tire -- higher than a conventional one.

However, Miller adds that there is some give and take with low rolling resistance tires.

"You can get a lot of resistance out of the tire if you're willing to give up stopping distance," Miller said.

Stiffer tires don't absorb energy as well as conventional tires and can add a few feet to braking distance. "With big trucks, you can't trade off too much."

GM added 2 pounds per square inch to its low rolling resistance Bridgestones to help cut down additional resistance, but still give it a quiet ride and solid performance in wet conditions. There's more to the tires than merely adding higher pressure, warned Stafford; overinflating tires can be very dangerous.

Miller wouldn't advise taking the hybrids offroad with these tires.

Michelin plans to introduce a new series of Latitude tires that will include low rolling resistance models. They are the first set of tires to be Green X certified for the replacement market.

The company sells its Energy Saver tires in Europe. Since the company began selling energy saving tires 15 years ago, it has sold 570 million and estimates that it has helped save 2.38 billion gallons of fuel.

Saving a mile a gallon may not translate into much with any given tank, but as gas prices continue to climb, it's easy to see why every mile counts.

Scott Burgess is the auto critic for The Detroit News. You can reach him at (313) 223-3217 or

( at the time of this entry we have been told the twin turbo eco boost V6 is on hold, but its still a good story)

The idea of an EcoBoost V6 powering the next-generation Mustang has been kicked around the Autoblog offices ever since Ford announced the new twin-turbocharged, direct-inject V6 earlier this year. According to MotorTrend, FoMoCo is now seriously considering offering the new mill along with its standard 4.0-liter V6 and a set of new V8s. The Blue Oval is contemplating equipping the new 'Stang with an all new 5.0-liter V8 that would find its way under the hood of a limited edition Boss 302 or the 315-hp, 4.6-liter V8 found in the Bullitt. Either way, buyers can keep things traditional or go for the turbo V6 while still retaining the output characteristics of a big V8. The move comes as new CAFE regs are beginning to be taken seriously by all automakers, including GM, which recently canceled its DOHC V8 engine program.

Shelby versions of the Mustang will likely continue through the end of the year and maybe beyond, with a GT500 version being available soon after the redesign goes on sale late in 2009. It's still rumored that the new sheet metal adorning the 2010 Mustang will take some cues from the Giugiaro concept, including a set of wider haunches that are more reminiscent of the fastback's shoulders, along with a new rear bumper design, new front fascia and plenty of wheel and color choices. Inside, the instrument panel will get a facelift to allow more room for navigation and audio controls, while improvements will be made to create a more "driver-centric" environment.

Despite all the talk about a more fuel-efficient V6, Ford is reportedly also developing a supercharged version of its 5.0-liter V8 to be stuffed into a new flagship model that would compete with the Chevy Corvette ZR1 and Dodge Viper SRT10.

John McElroy is host of the TV program "Autoline Detroit". Every week he brings his unique insights as an auto industry insider to Auto readers.

I just spent a day at Ford's proving grounds driving a number of vehicles that use Eco-boost technology, which is the centerpiece of the company's strategy to improve fuel economy. I wish I could tell you more about my driving impressions of these Fords, but all that information is embargoed for now. What I can say is that the Eco-boost technology works impressively well.

This technology does not really improve the fuel economy of an engine, it merely allows the company to use a smaller engine in place a bigger one. And sure enough, across almost the entire rev-range, an Eco-boost engine produces more torque than naturally aspirated engines that are at least one liter larger.

For example, on a future F-150, Ford will offer a standard naturally aspirated 3.5L V6 or the same engine with optional Eco-boost technology. The Eco-boost version will replace the 5.4L Triton V8 and though it produces better torque and fuel economy than the V8, at best it will get the same fuel economy as the base V6.

So while Ford will have a better fuel economy average for its fleet, those customers who are purely looking for better fuel economy are going to have to keep on looking. In other words, don't expect an F-150 that gets, say, 30 mpg ( US gallon 4 litres). Not at this stage.

And the same goes for the other vehicles that I got to drive. There was a Lincoln MKS with an optional 3.5L V6 Eco-boost in place of a V8, and a Fusion with a 1.6L Eco-boost engine in place of the 3.0L V6 2.5L four-cylinder (an Eco-boost 2.0L would replace a 3.0L V6). For customers who are not willing to trade off performance, the Eco-Boost system is a great package.

Eco-boost is Ford's name for using direct fuel injection and turbocharging with 6-speed DCT transmissions. A key benefit of direct injection is that it cools the charge in combustion chamber, and that in turn allows the compression ratio to be higher. Higher compression ratios, of course, translate instantly into more power and fuel economy. Typically, automakers have to lower the compression ratio with turbocharged engines to avoid detonation. Ford is running a 10:1 compression ratio in its 3.5L V6 Eco-boost engine, which is a pretty good number, especially considering that all the V engines with Eco-boost get twin turbos. And to make sure it gets long life out of the turbos, they are water cooled.

Of course, other automakers such as Audi and Mazda already use direct injection, turbocharged gas engines with 6-speeds. Even Dongfeng in China is pursuing the same technology. It just didn't occur to them to give it an ecological brand name like Ford has.

But Ford is not relying solely on Eco-boost technology to boost its fuel economy. Over the next decade it plans to trim the weight of its vehicles anywhere from 250 to 750 pounds. It will adopt electric power steering almost across the board. It will install "smart alternators" that only charge the battery when needed. It will use its own patented stop/start technology. It's going to come out with smaller cars. And all its future vehicles will be more aerodynamic.

It's a very conservative and cautious strategy, but it definitely is going to boost Ford's corporate fuel economy. Indeed, this is precisely how the company planned to meet the new 35 mpg CAFE standards for 2020. The only problem is, just weeks ago the Bush Administration suddenly and unexpectedly rushed the fuel economy standards up to 2015. On a sales-weighted basis, every automaker's car fleet will have to average 35.7 mpg by then, trucks 28.6 mpg.

Remember, all the 2010 models are already in the pipeline. It's too late to make any major changes to them. That means from 2011 to 2015 automakers will have to raise the average fuel economy of their cars by 8 mpg and their trucks by 5 mpg. In 5 years? I don't think so.

The problem the automakers face with these new CAFE standards is not a technological one. The technology is there. No, this is a customer affordability/capital investment/tooling time/mass production problem. Personally, I don't see how any of the car companies are going to do it by 2015. But that's another story for another day.

By: Mike Levine Posted: 07-14-08 00:01 ET
© 2008 PickupTrucks.com



Are you ready for a four-cylinder full-size pickup? Sources say Ford is planning to offer a version of the F-150 with a four-cylinder EcoBoost engine by 2013. The move is a response to rapidly rising gas prices and new federal standards that raise Corporate Average Fuel Economy for light trucks to 28.6 mpg by 2015. Lending credibility to what we’ve heard from our sources, Derrick Kuzak, Ford’s group vice president for Product Development, has told Automotive News that Ford is considering this option.

Ford EcoBoost engines use high-pressure direct gas injection and turbocharging to get better performance and up to 20 percent better fuel economy compared to larger displacement engines. V-6 engines are said to perform like V-8s, and four-cylinder engines are said to perform as if they had six cylinders.

In an appearance before the Motor Press Guild, Dan Kapp, Ford’s director of powertrain research and advanced engineering, told journalists that "in probably the most extreme cases (using EcoBoost engines), we’re going to be downsizing on the order of 40, 50 percent. That would take, for example, a three-liter V6 down to a two-liter 4-cylinder engine. A 2.5-liter 4-cylinder could be something on the order of 1.5-liters."

Kapp also said, "With these factors (smaller displacement and turbocharging) in the equation, an EcoBoost 6-cylinder engine can produce like an 8-cylinder and a 4-cylinder engine like a 6."

For 2009, Ford is offering only V-8 engines for the F-150. The company is eliminating its legacy 4.2-liter V-6 for the F-150, officially saying the 4.6-liter V-8 delivers more horsepower and torque with the same fuel economy numbers as the outgoing V-6. According to EPA estimates, a 2008 Ford F-150 4x2 with a 4.2-liter V-6 is rated at 14/20 mpg city/highway. Ford says a new EcoBoost V-6 will debut for the F-150 in 2010. It’s expected to have a 3.5-liter displacement. Sources say the new engine will be rated at more than 350 hp and 390 lbs.-feet of torque. Paired with the F-150’s new six-speed transmission, fuel economy ratings are expected to be better than 16/22 mpg city/highway.

Final displacement hasn’t been determined but the four-cylinder EcoBoost is expected to be around 2.5-liters with power ratings greater than 260 hp and 300 lbs.-feet of torque. It will likely be available only for the two-door Regular Cab F-150 4x2 and 4x4, where it would work best for light-duty commercial applications. The same engine is also expected as an option under the hood of the upcoming F-100.

Posted Jul 13th 2008 4:33PM by Chris Shunk


Newer technology like GPS and Wi-Fi have given us easy access to directions, and soon, in-car Internet. Ford is working with the federal government and other automakers to use that same technology to improve safety on our roadways as well. Since 40% of all accidents and 20% of automotive fatalities occur at intersections, stop signs and stop lights were the smart place to start.

The new "Smart Intersection" uses Wi-Fi and GPS to find the exact location of your vehicle and determine if a warning is needed to help you stop. When driving through an intersection, an on-site black box and two wireless antennae communicate with your vehicle. If the light is red and it's determined that your vehicle isn't stopping, a wireless signal will be sent to your car, alerting you with a visual and audible warning signal in a fraction of a second. A series of red LEDs will flash, a noise will sound, and a voice will say "stop sign" or "stop light". With drivers preoccupied with cell phones, in-car eating and sipping on java, the warning quickly refocuses his or her attention back to the road. We tried it ourselves, and we can tell you firsthand that the warnings quickly got us to stop the car.

The move towards active safety comes as most automakers are getting four or five stars in NHTSA crash testing, making the next focus of their efforts the avoidance od accidents altogether. The Smart Intersection could help save thousands of lives per year, while also cutting back the three billion gallons of fuel wasted each year in accident-related traffic jams. Honda, Toyota, GM, and Daimler are also working on smart intersections, and Ford collaborated with Michigan's Oakland County to set up a couple of real-world techno-intersections for testing. Unfortunately, it could take 20 years to get smart intersection technology in every traffic stop and vehicle, but at least much of the technology needed to accomplish this goal is already here.

The 2010 Ford Taurus made its first appearance in April, when a grainy picture of the vehicle's clay model surfaced on the internet. Now, spy photos of an early, heavily-camouflaged prototype of the fullsize sedan have arrived.

The new Taurus will carry some elements of Europe's "kinetic design" styling, but the flamboyance of the Mondeo will be toned down for the large car using design elements from current North American vehicles.

It is expected to stay front-drive with available all-wheel drive, although what platform it will ride on remains in the air. Two options are available -- the current car's Volvo-sourced D platform and the Mazda-derived CD3 platform that underpins the new Flex crossover.

Power should come from the new EcoBoost family of engines that will first debut in the Lincoln MKS, with the possibility of a new Taurus SHO with a high-power EcoBoost like that in the Lincoln MKR concept.

Posted by Drew Phillips


We've driven our fair share of Mustangs, but it's a rare occasion that we get to drive one at the track. That's part of the reason why we made the seven hour trek from Southern California to Thunderhill Raceway in Willows, CA, to get behind the wheel of Roush's new 427R Trak Pak Mustang. What's so special about the Trak Pak? For starters, it's got a supercharged V8 packing 435 horsepower and an abundance of race-ready items like an adjustable suspension, carbon fiber wing, and 14-inch brakes that all make it ideal for the weekend warrior who wants his vehicle to handle the daily grind and track-day floggings. With only 100 being built, this may be one of the few opportunities to see one in the sheetmetal, let alone to drive it on the track. While inclement weather the night before threatened to ruin the trip, we were blessed with a rain-free day, allowing us to explore the limits of the Trak Pak'd 427R. Follow the jump to read our impressions.


We arrived at the track before the sun came up, hoping to snap a few photos of the Trak Pak right at sunrise. Luckily, the morning clouds and wet pavement made for some picturesque photos, especially with the "Cyclone" hill (turn five) in the background. We couldn't take too many pictures, because we needed to go through a short safety briefing and get the layout of the track before we headed out. We also learned that the local Volvo club would be sharing the track with us for the day. God forbid we get passed!


With the track safety rules in mind and a rented helmet in hand, we headed out again to get a closer look at the Trak Pak. We had a standard 427R in the Autoblog Garage nearly two years ago so we already had a good idea of what we were getting into. Many of the standard 427R features have been carried over, including the Roush-spec front fascia, hood scoop, leather seats, short-throw shifter, 427R graphics, free-flowing exhaust and, of course, a roots-style supercharger system that adds 135 horsepower to the 4.6-liter V8's output. To bring the car up to Trak Pak spec, Roush adds several go-fast goodies that are necessary to take on a weekend of racing. Good brakes are of utmost importance and it's one area that Roush didn't skimp on. Massive two-piece, 14-inch brakes with six-piston calipers, race brake pads, and high temperature brake fluid provide consistent stopping power. A brake cooling system that feeds cool air fed through the front fascia ensure that braking is consistent and fade-free. Handling is also a top priority, and Roush has provided top notch suspension components to keep things planted at speed. Adjustable front and rear shocks, new front and rear springs, thicker front and rear sway bars, along with adjustable camber/caster plates. Even more grip is provided by an adjustable carbon fiber rear wing and a set of sticky BFGoodrich gForce KDW T/A tires mounted to 18-inch forged wheels. A high-flow grille, strut tower brace, functional hood pins, and a three-gauge dash pod with engine oil temperature, coolant temperature and boost, join shift light gauges to round off the standard equipment. Our test car also included the three available options -- white face gauges, a carbon fiber dash trim kit, and quarter window louvers.


We headed out onto the track with David Ray in the passenger seat, a local driving instructor for Hooked on Driving. He had significant seat time in the Trak Pak and knows the turns of Thunderhill like the back of his hand, so he was the perfect guy to show us the ropes. As he guided us along the proper racing line, he raved about how the Trak Pak was so well sorted. It should be; Roush logged thousands of miles on tracks like Road America, Gingerman Raceway, and Hallett Motor Racing Circuit to get everything just right. Ray also informed us that the wing on the back isn't just for show. When the car first came to the track it required a little bit of braking for turn seven, proving that the wing was set for a high speed track. A few tweaks to the aerofoil provided more downforce and the turn can now be taken without lifting at all. It might look out of place on the street, but no one will complain while cornering at 90 mph.

After a few laps we had a pretty good idea of the track layout and started to push through the corners. The faster we went, the more we discovered that the Trak Pak was extremely well balanced. There is virtually no understeer, even through the long 180-degree curve at turn two, and we only experienced minor oversteer after giving too much throttle coming off turn 15 onto the straight. The Trak Pak goes exactly where you point it, and the communicative steering ensures that hitting apexes is a breeze. In fact, it's almost too easy. We definitely wouldn't brag about our skills at the racetrack, but the Trak Pak makes us feel like a pro. As we expected, the brakes were outstanding. They never exhibited any fade and provided neck-snapping braking from 100+ mph consistently throughout the day.

While we were mostly impressed with the handling and braking, the Trak Pak was no slouch on the straights. The supercharged V8 provided enough grunt – 435 horsepower and 400 lb-ft torque – to hit 130 mph just before hitting the brakes for turn one. There was enough torque to pull through some of the slow corners in third, although we enjoyed changing gears with the classic shifter. The whine of the supercharger sounds fantastic from inside the car, and even better from alongside the track.

After a full day of hot laps around Thunderhill, we couldn't find much fault with the Trak Pak. It's a superb track car and probably makes a decent road car, assuming you can put up with the stiffer suspension and occasional squeaks from the racing brake pads at slower speeds. While the Trak Pak isn't cheap at USA $58,245, it's a steal considering its out-of-the-box abilities, not to mention its potential to embarrass any number of vehicles around a circuit. Even a few Volvos.

In secure conference rooms, engineering centers and design studios across metro Detroit, reports the Detroit Free Press, Chrysler, Ford and General Motors are honing new technologies, refining designs and scouring the Earth for fun, fuel-efficient cars they can build or sell in North America. From Chevrolet Corvettes and Ford F-150s to small cars engineered in Europe and Asia, every vehicle is being rethought as fuel prices rise and new fuel-economy rules loom.

For Chrysler, Ford and GM getting it right this time presents huge opportunities.

The answer lies in advanced engine technologies, widespread use of technologies borrowed from hybrid cars, lightweight materials and creative design.

Here are the tools they'll use:

• Auto stop. Systems that shut engines off at stoplights and when the vehicle is idling are already keys to hybrids' fuel efficiency. They will become nearly universal on all new vehicles. Look for widespread applications in high-volume cars soon.

• Booster batteries. A new generation of small powerful batteries will provide extra power for acceleration in vehicles with engines as small as 1.0 liter.

• Turbo-charging and direct injection. V-8 power from four-cylinder engines. The Pontiac Solstice GXP wrings 260 horsepower from a turbo DI 2.0-liter engine. Ford will offer the combination in virtually every model it builds, including a V6 F-150 pickup in 2010.

• Diesel. Imagine the head-snapping acceleration of 297 pound-feet of torque and 40-plus miles per gallon. That's what GM scored in European tests with its 1.9-liter twin-turbo Saab 9-3.

• Compression-ignition gasoline engines. Look for fuel-efficiency improvements up to 50% from gasoline engines that run like diesels but produce fewer emissions. GM is pursuing the technology aggressively.

• Transmissions. Every leading compact car will move to six-speed automatic transmissions. Larger cars will have even more gears.

• Aerodynamics. The science and art of crafting fuel-efficient shapes has come light years since the 1980s jellybean look.