DEARBORN, Mich., Aug. 31, 2009 – If you want to gauge Adam Gryglak's enthusiasm for the all-new 6.7-liter Power Stroke® V-8 turbocharged diesel engine that will debut in the 2011 Ford Super Duty®, just give him a call.

He answers with one word. But it's not "hello."

"Diesel" is the greeting callers hear from Gryglak, the lead engineering manager. Such single-mindedness and dedication is understandable, as it's vitally important the next-generation Power Stroke engine be more capable and reliable than the competition.

"The bar was raised for this new diesel and the Power Stroke team did a fantastic job meeting performance and durability targets," Gryglak said. "We integrated Ford's best global practices in engine design, development and testing as we pulled together our co-located team, which included engineering, design, manufacturing and purchasing. This helped us get the job done efficiently and quickly while increasing our focus on the product's capability, performance, quality and reliability."

To build team spirit, Gryglak wanted something unique to inspire the organization. The new diesel was code-named "Scorpion," so a mechanical scorpion designed from engine components graced all internal reports. The name also is a nod to one of Gryglak's favorite rock bands.

Scorpion inspiration pays off
The result of the team's work is the new Power Stroke V-8 turbocharged diesel engine, which will deliver significantly improved torque, horsepower and fuel economy while meeting more stringent federal emissions standards that begin in 2010. The engine is biodiesel compatible up to B20.

Gryglak's hard work on this historic engine is surpassed only by his dedication to his family. Married 19 years, he and his wife Lisa have three children (a daughter and two sons) who range in age from 16 to 3. "The kids are very active," Gryglak said. "My daughter is a cheerleader, my oldest son is working toward Eagle Scout and a brown belt in tae kwon do and my youngest son is full of energy only a 3-year-old has."

Gryglak's can-do attitude was instilled at a young age. His parents emigrated from Poland and settled in Chicago, where Gryglak grew up. He attended the famed Lane Technical High School and co-oped as a draftsman. Gryglak continued that trade while attending the University of Illinois-Chicago to study mechanical engineering – and worked summers at Inland Steel to boot.

Gryglak joined Ford in 1990, working in the engine group on gasoline fuel-injection systems and engine development. In 2001, he moved to Ford's Research & Advanced Engine Design & Development teams, which led to projects for midsize and heavy-duty diesels for the next-generation truck segments. He is now in charge of the diesel engine for the 2011 Super Duty.

"We benchmarked the competition and set very aggressive performance targets to be the leader in capability and reliability," Gryglak said. "Our customers deserve nothing less.

August 2009 - By Denis Duquet

There’s a fire in Ford’s belly. Under Alan Mullaly’s direction, the giant from Dearborn is offering a whole bunch of new models. And, in what is perhaps a sign of the times, they’re showing renewed interest in sub-compact vehicles, a segment that’s increasingly showing promise. Traditionally, American manufacturers have not been inclined to push this category, simply because the models were too expensive to make given their sale price.

If you think back far enough though, you’ll recall that Ford already tested these waters with the Euopean-made Fiesta, which was sold on our continent in the early 80s. This small car demonstrated better-than-average road handling and offered a fairly pleasant ride. But that didn’t seem to be enough, and Ford had to let it go. A few years later, Ford tried its luck with another model, the Festiva, which was made in Korea by Kia. While the first generation may have done alright, the second was a total flop, prompting Ford to drop the category once again.

This time around, however, Ford is doing everything it can to ensure its corner of the market. And as testament to its good intentions, Ford brought a few European models to North America so that future clients and the press could give them a try. And that’s exactly what we did!

Sleek silhouette
I’ve got to say that Ford has penetrated this segment smack dab in its middle. This vehicle sports dynamic lines that get noticed. As we took it for a test over several days on Quebec highways, we received plenty of compliments on it. We tested a five-door hatchback that will be imported over. There will also be a sedan, which the Dearborn stylists will design.

For a sub-compact vehicle, the 2010 Ford Fiesta offers a remarkable interior with decent comfort up front. The seats may be a little on the soft side, but at least they’ve got enough bolstering on the sides for good lateral support. The quality of the materials is good and the dashboard is quite stylish. The indicators are tucked into a unit in the dashboard, while the brushed-steel central console is the true pièce de résistance, floating just above a screen with orange numbers displayed on a black background. The console features a multitude of buttons for the computer system, the audio system and other things of that nature. Another unit – this one vertical and located just below the dash – contains the air con system, which is simple to use and highly effective. Also worth noting are USB and MP3 docks on the central console between the to front seats.

The rear seat is fairly comfortable provided that the front seats haven’t been moved back all the way and that you’re flexible enough to get in. Finally the trunk space is easy to access thanks to a good-sized rear hatch and the cargo hold is fairly generous. If you need additional cargo space, you can fold down the 60/40 back seat. That said, on he model we tested the back of the rear seat was made out of a slippery metal that was really easy to scratch. But, of course, that was the European model. Surely it will be modified for our market.

Double the savings
A low starting price and low fuel consumption are two factors that attract a lot of buyers to sub-compacts. To attain these objectives, the engineers had to find an engine that was good on gas and a platform that was relatively inexpensive to develop and manufacture. This version, which was launched in 2008, is derived from the Mazda 2, Ford’s partner for small cars. The platform is truly rigid, with a strut front suspension and a rear twist beam suspension. I’ll also point out that there are disk brakes in front and drum brakes in back.

The vehicle we tested had a 1.6-litre 120-hp four-cylinder engine coupled with a five-speed manual transmission. Currently, European buyers can opt for a four-speed automatic, if they prefer. However, if the North American version came with a dual-clutch transmission, that would give the Ford Fiesta a unique offering in its category.

Comfortable and pleasant
With 120 horses under the hood, don’t expect explosive accelerations. And frankly, that’s not the point in this category anyway. This engine is relatively quiet and free of vibrations. The gears on the five-speed manual transmission are well spaced, but the shifter is a little loose. We were able to attain 0-100km/hr in under 10 seconds, which is not bad when you consider that other vehicles in this category take at least another full second to do the same.

The road handling is what you’d expect, though the body leans on curves due to the flexible suspension. The steering could also offer a little more feedback, but it’s precise nonetheless and has a good amount of assistance, which is not a bad thing when you consider that this is primarily a city car. Out on the open road, the Fiesta does reasonably well, with good soundproofing and resistance to side winds. And with those comfy front seats, you could easily cover long distances in this vehicle without getting too tired. Ford has also thought to help drivers by placing the cruise control buttons on one of the steering wheel spokes.

In short, this first introduction to the Ford Fiesta left a positive first impression, as much for the design, interior comfort and performance on the road. Now the ball is in Ford’s court. They’ve got to come up with a North American version with the better qualities of the European version and some adjustments for our market.

How I defied death in the desert; Testing the Ford Raptor was tough, but I'd survived other dangers
Page: C9 Byline: Ian Harwood


I could have died for Truck Guy readers while testing the 2010 Ford SVT Raptor.
How? Let me count the ways, because there were many possible exits from this earth during my 24 hours in the desert. Heat springs to mind as the first potential cause for my early demise: It was in the 40 C range when I arrived at the Borrego ranch resort, 21/2 hours' drive from San Diego.
I figured I had better start drinking immediately -- water, that is. The safety briefing that followed was almost enough to scare you into returning home. A waiver signing followed that informed me that Ford could not guarantee my safety. That would help me sleep that night. Not.
The early wake-up call was unnecessary as I stared at the ceiling most of the night and spent an hour doing battle with a scorpion. Vicious little critters: The No. 2 potential cause of death but for my hunting skills.

At 5:30 a.m., it was 30 C outside. Ford wanted us out early so we could get under way before it got really hot. The short drive to the base camp took us along dusty back roads. The test-ride organizer delivered a second safety speech and told us it was easy to get dangerously dehydrated, so we must keep drinking.
If you are thirsty, we were warned, it is probably too late. "Too late," I said. No. 3.
First up was a test of the truck's hill-climbing and hill-descent capabilities. It climbs a small hill very well; the loose sand is no problem. At the top, I could see three more peaks, each just a little bigger, with the last one substantially bigger.
The Raptors have a hill-descent button located on the centre console. This engages the ABS brakes and allows a ratcheting effect to take place. It prevents the truck from going out of control on a steep incline. It seemed to work fine but the hill was not that severe.

As the last summit came into sight, I noticed the lead truck move aside. The walkie-talkie next to me squawked and a voice told me it was my turn. The truck groaned a little but made it to the top.
I could only see sky and the surrounding mountains off in the distance. The leader guided me forward. I was on the edge of a cliff. The fourth potential cause of death coming up.
He leaned into the window and said: "So you're the Truck Guy. The others do not have as much experience, so when they went off the edge each one touched their brakes. I want you to experience how well the hill-descent feature works on this truck. If the brake lights come on, you will owe me a case of beer."
I proceeded to the edge of the abyss and I rolled slowly off. It was almost surreal. The truck was pointing straight down and my bum had left the seat. The hill descent was working fine and all I had to do was steer.
I made it in one piece, but I was sweating. Of course, it was 51 C by noon and I began to see mirages. What looked like a cool walking stick turned out to be a snake. Good thing I didn't pick it up because it was certainly potential killer No. 5.
It was time for a high-speed, off-road test through the desert valley. Full helmet required for this stage. My co-pilot was Dave Shillen, who raced with a modified Raptor some months ago in the Baja 1,000.

The truck powered through very soft sand and as we approached turn No. 1, my co-pilot yelled "hard left, hard left."
The truck turned without a problem. At 110 km/h, it still felt smooth.
He shouted: "Slow down, there's a whoop ahead."By the time it took me to turn my head to ask what a whoop was, I was already upon it. It is a giant mogul of sand that is tough to detect when the sun is shining on it.
The truck became airborne and landed very hard.
There were a few more big bumps on the road, followed by a washed out section. I decided to hug the bank by popping the passenger-side tires up on the side and continuing at a 45-degree angle.
Then, with the finish line in sight, I floored it and came to a halt in a swirl of heavy dust.
RAPTOR RAPTURE
Looks: The exterior is very different from a standard F150. The grille is made up of three black honeycomb mesh bars with the name FORD printed across it.
The hood has fully functional heat extractors and matching side fender vents. The body is flared out to cover the massive 315/70R17 BF Goodrich all terrain tires.
In The Cab: The front seats are leather, 10-way adjustable and heated captain's chairs. The centre console matches the rest of the interior with switches in front of the shifter to control auxiliary lighting.
Power: 5.4L 3V EFI V-8 with a six-speed automatic transmission.
Fuel economy: 14.9/10.2L/ 100 km (city/hwy). Sticker price: $48,299.

Posted By Drew Johnson On August26 @ 5:35 pm In Diesel



Ford hasn’t said officially what, if anything, will replace the U.S.-built Ford Ranger when production ends in 2011, but for the second time in less that a week we caught a Range test mule. Last week it was the 2-door model, and today we photographed a 4-door version. We believe this indicated that Ford is developing a brand new, globally produced small pickup by 2012. As for its name – we’re haven’t been able to confirm if it will carry over the Ranger name, or use the F-100 designation.



Overall, the future Ranger, expected by 2012, appears a bit larger than the current Ranger sold in the U.S., which isn’t available in a four-door crew cab configuration.

The engineering mules seen in these pictures might look like facelifted, double-cab versions of the Mazda BT-50 that’s sold outside the U.S. and shares a common platform with the Thai-built overseas Ford Ranger, but inside sources say their taped and cobbled bodies hide the mechanicals and running gear of Ford’s next-generation global small pickup. That new pickup will likely mean all Ford Ranger models would be built on a single global platform, dubbed T6. The current overseas Ford Ranger shares only its name with the Ranger built for North America.

The move is expected to mirror Ford’s recent product strategy to cut costs by designing new vehicles on a single global platform.

The T6 test trucks spotted are configured in both left- and right-hand drive versions, and are longer and wider than the current overseas Ranger. The test mules that we photographed are powered by diesel and gas engines. An industry source says the T6 Ranger for the U.S. will likely be powered by a new 1.6-liter four-cylinder direct-injection turbocharged EcoBoost engine producing at least 175 horsepower and 180 pounds-feet of torque. Ford’s 3.0-liter Duratorq TDCi four-cylinder turbodiesel engine, rated at 154 horsepower and 280 pounds-feet of torque, is expected to be carried over in the new truck for buyers outside the U.S.

by Frank Filipponio on Aug 30th, 2009 at 9:03AM



2010 Ford Ka
Look what we spotted at the weekly Cars & Coffee gathering today in Irvine. Right there amidst the Cobras, Ferraris, Ariel Atoms and Toyota 2000GTs sat a perfectly ordinary looking 2009 Ford Ka. Well, it was an ordinary 2009 Ford Ka, but its presence in California was rather surprising. After all, Ford hasn't said that they are going to be bringing this European COTY nominee to these shores any time soon.

Does this add credence to the notion that this little Fiat 500 platform-mate might be headed Stateside or is it just a typical example of models from other markets getting passed around to U.S. operations for a little looky-loo? Ford reps on hand were tight-lipped, but we did hear one mention the "Mazda1" in passing. Since Mazda shares the parking lot with Ford at this site, it's possible Mazda was taking a closer look at it as well.

Whatever the official line, we noticed quite a few show-goers giving it appreciative glances. While some were lamenting the time when these tiny European shuttles might be mandated as replacements for their high horsepower sports cars, others seemed to admire the lines and packaging, especially when price and gas mileage came up. If the special editions are part of the deal, we say bring 'em over! Whatever Ford decides to do with this little Ka, we'll try to keep you posted

by Chris Shunk (RSS feed) on Aug 25th 2009 at 12:29PM
http://www.youtube.com/watch?v=nWzwAp72_Oc




2010 Ford F-150 SVT Raptor in Anza Borrego - Click above to watch the video

After spending a couple days with the 2010 F-150 SVT Raptor in California's Anza Borrego desert, we came to the conclusion that Ford's SVT wondertruck is at least 15 different kinds of awesome. After all, how many SVT-badged, factory fresh rides come equipped with three stage Fox shocks, 12-inches of clearance and 35-inch BF Goodrich rubber? We can only think of one, and we drove it in orange.

Motor Trend also spent time with the Raptor at Anza Borrego, and they had cameras rolling on the ground and in the air. The 6:27 video is chock full of information about the Raptor, but perhaps more importantly, it's also filled with rolling footage of Ford's off-road super truck doing what it does best: tackle tough terrain. MT hits speeds of 75-100 mph while behind the wheel, sliding effortlessly across some pretty inhospitable environs. In the video, the publication's Ed Loh also tests out the Raptor's hill descent mode, which crawls down steep grades without the need to touch the gas or brake pedal. Hit the jump to watch the Raptor tackle hill and sand at Anza Borrego, and if you're anything like us, you'll be looking for the nearest dune and any excuse to get behind the wheel of Ford's new desert rat rod.

Automaker faces fight as it pushes replacement Taurus
Bryce G. Hoffman / The Detroit News
Dearborn -- In June, Ford Motor Co. invited the heads of some of the nation's largest police fleets to Dearborn to talk about the future of police cars.

For nearly two decades, that market has belonged to Ford's Crown Victoria -- a vehicle that departments from coast to coast have come to respect for its toughness and reliability. Now the Crown Vic is running out of road.

"They told us that 2011 would be the last year they build the Crown Vic," said Larry Tagawa, commander of the Los Angeles Police Department's Motor Transport Division. "But Ford also made a commitment to support departments with a new vehicle."

Then Ford took the assembled police brass out to its test track and handed them the keys to its new Taurus.

Most motorists would be happy to trade in their old Crown Vic for Ford's latest flagship sedan. It is faster, safer and gets better mileage. But the Taurus, like most modern cars, lacks some of the features that have made the Crown Vic so popular with police.

That is one reason why Ford has yet to make a final decision on the Crown Vic's successor. But there are others: new competition -- not only from Ford's cross-town rivals, but also from a new start-up that promises to give police the vehicle of their dreams -- and the Canadian Auto Workers, which is keen to protect thousands of jobs at the plant in St. Thomas, Ontario, where the Crown Vic is produced.

"We've got some big decisions to make, and we're making them," said Jim Farley, head of global sales, marketing and service for Ford. "We have no intention of walking away from our share of that market."

Ever since General Motors Co. stopped production of the Crown Vic's main competitor -- the Chevrolet Caprice -- in 1996, the Crown Vic has been America's police car. It was crushed by the falling rubble of the World Trade Center and transported Paris Hilton to prison.

About 85 percent of the approximately 75,000 police cars sold in the United States each year are Crown Vics.

That is not a huge number of vehicles, and margins on sales to public agencies are notoriously slim, but analysts say it is still a profitable business for Ford.

"The majority of the investment in the Crown Vic was paid off so long ago that they're basically a license to print money," said auto analyst Jim Hall of 2953 Analytics LLP in Birmingham. "They also have zero marketing cost."

While that would not be the case initially with a vehicle like the Taurus, Hall said it would not take too long for it to replace the Crown Vic's contribution to Ford's bottom line.

But Ford Americas President Mark Fields said the police business provides other benefits to Ford that go beyond the bottom line.

"Every municipality has police, so you have Ford product everywhere across the country," Fields said. "It reinforces that Ford is part of the community."

Desirable features
Ford stopped selling Crown Vics to consumers in 2007, but many police officers say they would prefer to keep the outdated sedan. Though long past its prime and easily outrun by vehicles as mundane as the Honda Accord, it nonetheless offers cops some features they can find in few other vehicles -- most of which are considered liabilities, not assets, by civilian motorists.

It is one of the last body-on-frame cars still in production. That makes them tough and easy to repair, but also less safe because they lack crumple zones. The Crown Vic has a column shifter, which frees up the space between the driver and passenger seats for electronics and guns. And it is big enough to accommodate all of the gear a modern cop might need and still has room for two bad guys in the back seat.

Moreover, most of the aftermarket equipment produced for police vehicles -- everything from computers to light bars -- is designed to fit the Crown Vic. When some departments tried to make the switch to Chevrolet Impalas, they found that their communications equipment and computers did not fit in the narrower vehicle.

Then there is rear-wheel drive. The Crown Vic has it, and many competing vehicles do not. Many officers prefer this configuration because it offers more even weight distribution, better traction during acceleration and better handling, at least on dry roads.

Finally, there is familiarity. Most officers know what the Crown Vic will do and how to make it do it without having to think about it.

For cash-strapped agencies like the LAPD, abandoning the Crown Vic would also pose a serious fiscal challenge. It has millions of dollars invested in not only the cars, but also in parts, equipment and training.

Tagawa, commander of the department's Motor Transport Division, and his team have turned servicing the Crown Vic into a science. When a cop rams a bad guy, LAPD mechanics simply unbolt the damaged body panels, slap on new ones that have already been painted with the department's livery and put the car back on the street. They even have their own shop to refurbish busted parts.

"If they do go to a new platform, it will definitely cause us some grief," Tagawa said. "We would have to start all over."

Challenges growing
Not all departments share the LAPD's affection for the old Ford.

While about 90 percent of the vehicles in the 800-strong Michigan State Police fleet are Crown Vics, Lt. Keith Wilson says it is time for something new. As much as he respects the Crown Vic's track record, Wilson recognizes that vehicle technology -- particularly safety technology -- has come a long way since 1992.

"They have a good track record in terms of service and durability," he said. "But anything that we lose, we are going to gain in officer safety."

Wilson commands the agency's precision driving unit, which is responsible for evaluating new vehicles for Michigan, as well as most other jurisdictions around the country. He said departments have been "spoiled" by the Crown Vic.

Before GM got out of the police business, its ongoing rivalry with Ford meant a steady flow of new police models. Most agencies switched vehicles every two or three years, and many of the larger fleets were an amalgam of Fords and Chevrolets. Wilson said that is the model many will return to once production of the Crown Vic ends.

Chrysler Group LLC has been trying to muscle in on Ford's business with the Dodge Charger, but has had little success to date. Like the Crown Vic, the Charger is a rear-wheel drive vehicle. The police version offers a column shifter, and it boasts a much more powerful engine.

But Tagawa said they have not held up well in the field.

"The Charger is nice looking," he said. "But from a mechanical standpoint, they are not up to par with the Crown Vic."

He said they also are too small.

The Taurus, too, is smaller than the Crown Vic, is of unibody construction and lacks rear-wheel drive. But Tagawa said his department could adapt to it if necessary. He particularly likes the EcoBoost engine, which promises more horsepower and better mileage. Ford told members of its police advisory board that would be an available option.

Wilson has had better luck with the Charger. His agency is also evaluating the Chevrolet Impala.

Then there is Carbon Motors Corp. Last month, it announced plans produce a purpose-built police car at a new plant in Indiana.

Its E7 boasts an impressive array of features, but Hall of 2953 Analytics said other companies have tried to build police cars from scratch and failed for the same reason he believes Carbon will -- the margins are just too slim.

"They asked police what their perfect car was," he said. "They forgot to ask how much they were willing to pay for it."

Carbon did not respond to requests for comment, but Wilson said its products are not slated to be tested by his department.

"They have a unique model," he said. "We wish them well."

An ace up Ford's sleeve
Ford would not discuss its plans for the Taurus because it does not want to make a final commitment before it concludes talks with the CAW.

The company did tell the union that the end of Crown Vic production in 2011 is "non-negotiable," according to CAW President Ken Lewenza. But that was before Ford asked the union to reopen its contract.

Ford wants the CAW to give it the same concessions the union recently gave to GM and Chrysler as part of their Chapter 11 restructurings. Lewneza said that will only happen if Ford matches the product commitments those companies made to Canada.

"Keeping the Crown Vic in production until the end of the contract in 2012," he said, "would go a long way toward satisfying our objectives."

bhoffman@detnews.com (313) 222-2443

Have you ever wanted to customize your very own Mustang? Do you want to choose all the accessories, colours and decals? Well, now you can.


With the launch of the 2010 Ford Mustang, Ford has created a customizer site within the car's microsite. In fact, the 2010 model features 9,224 possible accessorizing combinations.

www.fordvehicles.com/the2010mustang/

The Mustang customizer site is not only fun, but it's also simple to use. Choosing parts, changing colors, determining the intensity of your burnout cloud – all of these interactions are designed to be fluid and easy.

There are 239 assets in the customizer, and visitors can even choose the decals and the environments for their Mustang. Accessories available include wheels, decklids, spoilers and grilles. Within minutes, 10 vastly different looks can be created and saved as desktop wallpaper

source autonorth.ca

8/19/2009
Dearborn, Mich. — Lots of pain and little gain await those who are not careful of the extreme dangers that await the Best in the Desert competitors this weekend in the Vegas to Reno The Long Way race.
The path has been marked and the first day five miles into the race Ford Raptors will be among those facing a part of the course that could eliminate driver and vehicle from the three day competition.

Billed as The Longest Off-Road Race in the United States, this 1000-mile off-road trek across Nevada is sure to encounter some excitement. The three-day course offers different loops each day. Racers will travel historical course used in the 1981-’83 Frontier 500 and the ’84 Nevada 500.


’10 SVT RAPTOR ENGINE ENDURES EXTREME TESTING TO MEET OFF-ROAD ENTHUSIAST
Mike Harrison’s enthusiasm for V-8 engines is apparent. Harrison, Ford Motor Company’s premium V-8 systems manager, is particularly excited about the availability of the new 6.2-liter V-8 that will power the Ford F-150 SVT Raptor.



Producing an estimated 400 horsepower and 400 ft.-lb. of torque, Harrison rattles off the new engine’s components and features quickly and easily, pointing them out and explaining them with more than a trace of pride.

Harrison wants that engine to perform to its maximum capabilities so that customers of the F-150 SVT Raptor won’t have anything to worry about. In short, if the engine can withstand the rigorous testing Ford demands during the development cycle, it can withstand almost anything the most enthusiastic off-roader can dish out, even desert racers.

The testing is intense. It’s cruel, dusty and dirty. By working in the lab to push the engine to its limits, the process simulates how a customer would use the engine. But then it goes a little bit further.

“Running it over 6,000 rpm for more than 150 hours, which is over the peak power limit of the engine, really puts it through its paces,” Harrison said. “We’ve tested it in harsher operating conditions on the engine dyno than would ever be seen by a customer who races.”

Beginning in fall 2006, Harrison and his team tested more than 50 engines, with each running through a dozen separate tests. Evaluations included high-speed durability, crank-torsional testing, aeration and a thermal cycle where the engine is “shocked” from one temperature extreme to another.

As with all Ford programs, attention to detail was a hallmark of the testing process.

“We did a careful teardown of each engine at completion of testing to ensure there absolutely are no issues with the hardware,” Harrison said. “These are very demanding, very stringent tests – far more stringent than anything you would see on a truck—racing or otherwise.”


TESTING IN THE HEAT
Besides dyno testing, the engine was put to the test in its element—the desert of Borrego Springs, Calif. Important factors such as engine cooling were evaluated on the 62-mile test loop designed by Ford’s Special Vehicle Team.

Engine cooling is key on Raptor—when the truck is in a desert environment, the hot weather and deep sand put a heavy load on the vehicle, and the engine has to exert maximum power to keep it going through deep sand.

There also is less airflow through the radiator at low speeds, and a large and effective cooling system is required for this extreme environment. To improve airflow to the engine, grille openings were increased by 20 percent.

“We spent a lot of time developing our desert durability test so that it’s very close to replicating the Baja 1000,” said Kerry Baldori, SVT chief functional engineer. “Desert testing proved to be a very quick way to learn about the reliability of the truck and it put another level of extreme loads on the engine that our normal durability testing doesn’t cover.”

By Tim Healey,
Ford is positioning its 2010 Transit Connect as a small cargo-hauler that will appeal to small-business owners. To that end, Ford sent journalists to various locations around Chicago's tony Lincoln Park neighborhood to hear business owners speak about their operations and how the Transit Connect might be helpful to them. At each stop--a restaurant, a picture-framing and home-and-garden shop, and a paint store--Ford employees demonstrated key features of the Transit Connect, such as the in-car Internet and Ford's ToolLink system, which is meant to help workers keep track of their tools. Oh, and they let journalists drive, too.
There are two trim levels--XL and XLT. XLs start at $21,475 (including destination) while a base XLT will set you back $22,535 (again, including destination). There are three basic setups: Cargo van (has rear door windows but no rear side windows), panel van (no rear side or rear door windows), and wagon (has rear side and rear door windows). Ford is claiming that the Transit Connect will achieve 22 mpg city and 25 mpg highway. Only one engine and transmission combo is offered--a 2.0-liter 4-cylinder mated to a 4-speed automatic transmission. The Transit Connect is on sale as this is written--the first units have already rolled off the assembly line.
Available options have more to do with work than pleasure. The rear cargo doors open 180 degrees, but doors that swing out to 255 degrees are available. For those worried about the Transit's high ceiling and relatively short wheelbase, a "Roll Stability Control" system is offered. If you're into high-tech company management, Ford's Works Solutions in-dash computer will set you back $1,395. Adding ToolLink will cost another $1,220. If you want Ford's Crew Chief system, which can be used to monitor the activities of a whole fleet of Transit Connects, be prepared to pony up $550 up front plus $20 per month per vehicle.
ToolLink and Crew Chief both could come in handy for business owners. ToolLink uses radio frequency identification (RFID) technology to keep track of tools, so that users don't leave their hack saw behind on the job site. Crew Chief uses GPS to monitor the location and speeds of vehicles in the fleet--thus potentially preventing delivery drivers from "disappearing" at McDonald's for an hour or two when they are supposed to be working. Indeed, Ford folks were able to identify journalists who varied from the scripted route during the drive--as well as journalists who wore heavy throttle shoes--using the Crew Chief system. One other interesting feature: The Works Solutions computer is also capable of receiving text messages from the driver's boss, in case the boss can't reach the driver via cell phone. For safety reasons, these features cannot be used while the vehicle is in motion.
A wireless keyboard is available with the Works Solutions, as is a wireless printer. Want to print invoices at the job site? That's now possible. A cargo tray mounted above the windshield makes a handy storage place for the keyboard, along with other items. The keyboard is a nice touch, since the in-dash computer allows users to access e-mail, an Internet browser, spreadsheets, a calculator, and more. Users can even log in remotely to a desktop computer back at the office.
The Transit Connect is also meant to be an efficient carrier of low-tech cargo, as well. Ford claims that the maximum cargo volume on Transit Connect is 135.3 cubic feet. Company officials boasted that this is more than twice the maximum amount of cargo volume in a Chevrolet HHR, and a quick glance at the spec sheet suggests that they are right--the maximum cargo capacity on a HHR is listed at 63.1 cubic feet.
For all the talk of its myriad practical abilities, the Transit Connect is actually surprisingly fun to drive. The 136-horsepower engine is plenty peppy, even with 1,600 pounds of payload in the cargo area. The steering is taut and direct, and despite the vehicle's height, body roll is well-controlled. The ride is firm but not punishing. The biggest downside is road noise--plenty of it can be heard in the cockpit.
The interior offers a few pleasant surprises, such as an optional wireless cell phone link and a tilt-and-telescoping steering wheel. There is even a line-in for MP3 players. Of course, this is a vehicle meant for work, so that means the list of cockpit frills is small, and almost all interior materials consist of hard plastic. The proletariat is only allowed so much in the way of luxury, it seems.
For now, Ford has cornered the market on small cargo vans that are targeted at business people. Ford hopes that instead of modifying Chevrolet HHRs, Honda Elements, Scion xBs, and minivans, business owners can buy a Transit Connect and have it fitted to their specific needs straight from the factory. Those who chose this vehicle will get a small, practical cargo hauler that isn't torture to drive. Since there is no competition in this segment, Ford could've put forth a half-baked effort. But the company didn't, and that's commendable. Delivery drivers and their bosses alike will find that the Transit Connect is a solid choice.

By Tim Healey, Author,


Those wacky guys over at Jalopnik, Gawker Media's car blog, took a 2010 Ford Transit Connect for a spin around Manhattan and pronounced themselves impressed. For starters, Jalopnik contributor Andrew Didorosi wrote that Ford's new cargo van is quite maneuverable.

"In and around Manhattan's crowded streets, the Transit Connect drives as easy as a comparable front-wheel drive hatch," Didorosi says. "Sure, in comparison to the European Focus on which this Transit is based, the ride is firmer and you can feel the height in a smidge of bodyroll, but it's still a more capable and easier-to-drive vehicle than the American psyche has been trained to expect from cheap compact cars."

Didorosi lauded the Transit Connect for more than just its handling. He also liked the van's brakes and its rearward visibility. Finally, he complemented the little runabout's power delivery from the 2.0-liter in-line 4-cylinder.

There were demerits: Didorosi lamented the lack of a manual transmission, and he notes that the cargo bay is too small to accommodate certain items, such as large lumber sheets or long pipes. He says that could be a problem for small business owners who haul large items.

We're still waiting for our first drive in a Transit Connect, which goes on sale this summer. Once we get behind the wheel, we'll let you know if we agree with the Jalopnik guys.

[Sourc: Jalopnik]

By Kinder Essington, August 24th, 2009 Kinder Essington August 24th, 2009



The Transit Connect has to be the North American Truck of the year. Sure its been around in Europe for years, but that's not the point.

This is, after all, the North American Truck of the year. And when you look at all the other entries, offering new body shapes or better engines or more electronics, there is really nothing new there. Even the Nissan Cube is a distant afterthought to the Xb (even though the Cube started the square look in Japan---ironic, no?)

The Transit Connect is the only truck which offers something completely new to the North American small businessman: A small, but spacious economical tool that will help them do their many jobs better and cheaper than a E-Van (or the van version of the HHR).

I'm aware that Ford has even dipped the Transit Connect's ugly little toe into the family hauler market. Good luck on that. But as a cabable urban hauler of stuff that can swallow a lot more than its looks would indicate, sip gas, squeeze into places others can't fit and not cost a bundle, hey...

I'd say no contest.

08/26/2009, 12:54 PMBy Drew Johnson

Ford has recently launched their new Fiesta Sedan in China, but our spy photographers caught the U.S.-spec version and, for the first time, a good look at the unique North American market grille and front fascia. It also appears the Fiesta sedan will have different front and rear bumpers from those seen on the cars it has shown elsewhere, as well as minor interior details.

Motivation for the Fiesta will be supplied by a 1.6L, featuring variable valve timing. No output ratings have been released as of yet, but the Fiesta is expected to deliver peppy performance and fuel economy near the 40 mpg mark.

Ford’s SYNC system will be available on the Fiesta, as will 16 inch wheels, a remote entry system, three different cloth and leather upholstery choices and a four inch LCD display. Seven airbags and stability control will be standard.

Although the Fiesta will slot below the Focus, Ford will be positioning the Fiesta as a premium small car, which should help the Blue Oval turn a decent profit in the historically slim-margined small car segment.

In order to ramp up North American capacity, Ford will invest $3 billion in its Cuautitlan, Mexico facility, which will raise capacity to 500,000 units annually and create another 4,500 jobs.

Ford will market a hatchback version of the Fiesta alongside the sedan in the U.S. The Dearborn-based automaker originally planned to sell only the sedan version, but changed its mind in the face of rapid consumer shifts from trucks and SUVs to more economical vehicles.

Ford did not officially announce which hatchback the U.S. would see — the Fiesta is produced as both a three-door and five-door variants in other world markets — but a source at Ford’s Mexican plant indicated that both versions would be available in the U.S.

David Shepardson / Detroit News Washington Bureau
Traverse City -- Ford Motor Co.'s chief financial officer Lewis Booth said the company plans to refresh 70 to 90 percent of its vehicle lineups by volume in North America, Europe, Asia Pacific and Africa by 2012.

"In the worst of economic times, we are taking the actions necessary not only to strengthen Ford's business but also to deliver world-class levels of product freshness globally," Booth said.

Booth told reporters that vehicles are like doughnuts -- they don't get better with age. "We're going to have fresh products," Booth said. "I don't know -- what's the world's best doughnut? (The vehicles) are going to be the Krispy Kremes of the world."

By 2014, the average Ford vehicle's age will be shrunk by 20 percent, he said.

Booth said during his speech at the Center for Automotive Research's Management Briefing Seminars here that the Dearborn automaker is on pace to reduce its structural costs by $14 billion to $15 billion compared with 2005. Ford has lowered new vehicle engineering costs by 60 percent and reduced new facility and tooling costs by 40 percent, he said.

Booth also said Ford expects to build 680,000 vehicles per core global platform within five years, up from 345,000 today. By 2012, 78 percent of Ford's global volume will be on core platforms, up from 29 percent in 2007.