Road Reality » 5.0

Review: 2011 Ford F-150 EcoBoost Lariat

John Suit — Wed, 28 Dec 2011 15:00:00 +0000

Two years ago, when I was starting up Road Reality, I reviewed a 2010 Ford F-150. It was a Lariat model with then-optional 5.4-liter V8. In that review, I said I was impressed. Since I was in the market for a full-size pickup truck and with a complete overhaul of the F-150′s engine options, a test drive of the new truck was in order. I also reviewed the 2011 GMC Sierra and test drove a 2011 RAM 1500, so the inevitable comparisons began in earnest – which you’ll find in an upcoming article. It may be a spoiler, but I brought the Ford F-150 home for good, trading in my 2010 Nissan Maxima. Continue reading for a full-on review of Ford’s latest F-150.

While the body has stayed the same since the last review truck, meaning it’s still handsome, the drive train has gotten a huge upgrade, and this truck has a few more options on it. For a refresher on last year’s truck, see my previous review.

Outside, the sheetmetal work is handsome, definitely muscular, and slightly Tonka-truckish. While certain angles may make the F-150 appear small, it only appears so. With a wheelbase of 145″ when equipped with the extended cab (SuperCab) and 6.5′ bed, its overall length is 19.25′ feet long – more than twice the length of a Smart ForTwo. The F-150 is 97″ wide, just an inch and a half shy of the length of the Smart ForTwo.

Inside, the cabin is well-appointed, with a feature-rich steering wheel, the optional navigation system, SYNC, and for long-haul comfort, optional 10-way adjustable bucket leather seats featuring both heating and cooling. The amount and design of controls at hand are well thought out, although temperature knobs for the dual-zone automatic climate control would be nice. Furthermore, while there are a lot of plastic surfaces, they’re all nicely-grained. A bit of debate over the 2010 F-150 Lariat surrounds the color of the plastic wood trim, which went from dark in the old truck to lighter in the new one. At first, I thought it was a bit garish, but after spending some time behind the wheel, the light trim breaks up an otherwise dark feel. The front arm rests and other often-touched areas have been thankfully covered in soft-touch rubberized plastics, while the hard-plastic window sill isn’t at all uncomfortable to rest your arm on, if the weather permits rolling down the windows.

One area in particular that has seen a great improvement over the 2010 model is the instrument cluster. Whereas the previous model reminded you that you were driving a truck with chunky gauges, the 2011 model has blue-lit gauges with chrome bezels. They wouldn’t be out of place in a luxury sedan, and really add a touch of class to a truck with an MSRP of over $45,000. Ford has added its 4.2″ LCD to the instrument cluster of the 2011 F-150. While the standard trip odometers and instantaneous fuel economy displays are present, the F-150 also includes a “Truck Apps” display, which shows yaw, pitch, steering angle and 4×4 status. That, combined with the updated gauge cluster, present a higher-tech, more classy look.

For 2011, Ford has done to the F-150 what it did to the Mustang: completely revamped the engine options. While the Mustang received new V6 and V8 engines, so has the F-150. The four new engines include a 3.7-liter V6, 5.0-liter V8, EcoBoost 3.5-liter V6, and a 6.2-liter V8. For the Lariat trim level, which I was in the market for, the 5.0-liter V8 is the base, with the EcoBoost being a $750 option. Having experienced both engines in the F-150, I preferred the EcoBoost for its greater capability and superior fuel economy. Ford’s torture test (and the results of that test) on a random EcoBoost also convinced me it had the chops to go the distance. Check out the torture test’s web site for yourself – there’s some fun videos there.

For those of you new to EcoBoost, it’s Ford-speak for twin-turbocharged and direct-injected engines, which it expects to be at least optional on 80-90% of its offerings in a few years. It gives the power of a V8, with better fuel economy. In four-wheel drive F-150s, the EPA rates the 5.0-liter V8 at 14/19 city/highway, while the EcoBoost V6 achieves 15/21 city/highway, a boon if you spend a significant amount of time on the highway.

All the information on the EcoBoost means nothing without actually experiencing it from behind the wheel. The EcoBoost-equipped F-150 has prodigious amounts of power and torque for any situation you may encounter, whether it’s an uphill freeway on ramp or passing a slower-moving vehicle. Passengers have remarked to me that, “a truck just shouldn’t be this fast.” Since the EcoBoost engine in the review vehicle wasn’t fully broken in yet, there was a small amount of turbo lag, where the turbochargers took a second or so to spool up before really adding power to the V6. On a normal drive, you won’t ever notice the lag. It’s not until you really mash the gas pedal that it shows up. On the flip side, when cruising along at highway speeds, or even when coasting, the on-board computer will display a 22 to 24 MPG average, simply astounding for such a large vehicle with its boxy front end. When the road gets curvy, you’ll want to be traveling at reasonable speeds, since the top-heavy F-150 isn’t going to carve corners like a low-slung sports car. That being said, the truck’s handling is predictable, letting you know what’s going on at each corner. Should you find yourself going into a corner too fast, the brakes are more than capable of slowing the truck down without any commotion – commendable for a front-heavy rear wheel drive vehicle. Having actually had to panic stop in a corner, I can attest to the effectiveness of the brakes. They won’t stop the F-150 like the brakes on a sports sedan, but they definitely aren’t a “push and pray” setup either.

Engine innovations aside, there are two options which come in quite handy on the F-150: box side steps and the tailgate step. The tailgate step is available no matter which F-150 you’re looking at, but the box side steps are only available on 6.5′ and 8′ long beds. Howie Long can make fun of them in GM’s truck commercials, they both come in handy for those of us less than 6′ tall. The box side steps allow easy access to items in the front of the bed, while the tailgate step and grab handle make getting into and out of the bed safe and easy. On the nice-to-have list is a bed liner, which the dealership did before I took delivery. The spray-in bed liner is durable, and unlike a drop-in bed liner, won’t allow dirt and water to collect between it and the bed itself.

While a couple of days in the 2010 F-150 impressed me, in the two months I’ve owned my F-150, it has impressed me further. A very compliant yet composed ride features no tire slap when driving over speed bumps. The new electric power steering is dead on, giving good parking lot maneuvering, but weights up at highway speeds to aid in higher-speed stability. It’s also quite communicative, letting the driver feel the truck’s traction and road surface imperfections very well, unlike a lot of the earlier electric steering systems. Electric power steering is becoming popular in passenger cars and trucks, as it increases fuel economy and available power. It works by replacing the hydraulic system (which uses engine power to boost driver input) with an electric motor (which uses the truck’s existing electrical system).

Ford has equipped all 2011 F-150s with its SelectShift 6-speed automatic, which features manual operation and a Tow/Haul mode. The former is operated by a toggle switch on the side of the gear shift lever, which when in Drive, allows the driver to lock out the upper gears. It’s particularly helpful when going downhill because the driver can use the engine to keep the truck’s speed in check. When you put the truck in “M,” the toggle button allows the driver to select which of the 6 gears to use, which can be useful in the snow or off road. Tow/Haul mode, enabled by pressing a button also located on the side of the gear shift lever, holds lower gears to keep the engine in its power band, and also downshifts on downhill grades to keep road speeds down. The transmission is the only real source of complaint I have with the F-150. When the transmission is cold, and even a few times when warm, shifts can be less than smooth. While not completely jarring, it can be unnerving. Follow my Owner’s Log reports on my F-150, in case the transmission becomes problematic, although reports on the various F-150 forums haven’t seen any major issues with it.

In the amenities department, the subject of this review has a few more goodies than the one I previously reviewed. The 700-watt Sony audio system still impresses (even though its speakers took a good 1,000 miles to break in), but the optional navigation system is very intuitive, making it easy to use. It’s the same unit found in the 2009 Lincoln MKS that I owned briefly, so I was already familiar with how it works. Other differences between the last truck and this one include the generously-sized moonroof and the extended cab versus full-sized cab. Ford calls it a SuperCab, whereas the full-sized cab is a SuperCrew.

Both cab lengths feature four doors, but the SuperCrew has four regular doors, while the SuperCab features front-opening “suicide” doors. Equipped with the SuperCab, this truck has the 6.5′ bed, so while its overall length is quite close to that of a SuperCrew with 5.5′ bed, the bed itself is a foot longer to hold longer objects. The SuperCrew Lariat F-150 is also available with a 6.5′ bed, but the resulting wheelbase and overall length mean it won’t fit in standard-sized garages or parking spots. To aid in parking and trailering, Ford offers a backup camera, either mounted in the rear view mirror, or as in this truck, in the 8″ touch screen, which also displays navigation and climate control information. While it’s available on other Ford vehicles, with the F-150, a black dotted line is displayed over the center of the rear view to help drivers line up with trailers.

On trucks not equipped with the oh-so-handy backup camera, the generously-sized side mirrors do a great job of pointing out objects on both sides of the F-150, with a built-in blind spot mirror on the driver’s side. When parallel parking, they are big enough to easily show the curb, making it quite easy to place the truck in a parking spot. Also, backup sensors can be equipped, with or without the backup camera, which also help, mostly in bringing the driver’s attention to smaller objects directly behind the truck.

With the option list almost fully-checked on this F-150, it’s easier to list what’s not on the truck: the Lariat Chrome Package, Max Payload Package and Max Towing Package. Without the Chrome Package’s 20″ wheels and Pirelli Scorpion tires, the ride is a little softer, and from the research I’ve done, will handle driving in snow better. The Max Tow package adds towing mirrors and a somewhat different suspension setup, easier to haul heavier trailers. The Max Payload package adds stiffer leaf springs, adding almost 1,000 lbs to the payload capacity.

Conclusion:

Ford has a hit on its hands with the 2011 F-150. Great power, decent fuel economy, and a laundry list of both functional and luxury options give it a winning combination. If there’s anything to complain about, it’s the transmission, as I mentioned above, but nothing that I’ve seen so far has required a dealership visit. With somewhere north of 650,000 different combinations, excluding paint color, there’s an F-150 out there for anyone who needs or wants a pickup truck, and with the engine options Ford has made for 2011, it’s got less of a penalty at the gas pump to boot!

Competitors: Chevrolet Silverado 1500, Dodge Ram 1500, GMC Sierra 1500, Nissan Titan, Toyota Tundra

As-Tested:

Year: 2011
Make: Ford
Model: F-150 4×4 SuperCab Lariat EcoBoost

EPA Fuel Mileage: 15/21 City/Highway

Base Price: $37,765

Options:

$750: EcoBoost 3.5-liter V6 (twin-turbo, direct injection)
$350: 3.55 Ratio Limited-Slip Axle
$2,495: Sony Navigation Radio (includes 10-speaker Sony audio system)
$995: Power Moonroof
$950: Lariat Plus Package (includes universal garage door opener, remote start, rear view camera, reverse sensing system)
$325: Box Side Steps
$375: Tailgate Step
$230: Trailer Brake Controller
$975: Heated/Cooled Front Seats
$1,420: Lariat Chrome Package (angular step bar, chrome power heated side mirrors)

Total: $45,210

Destination: $995
Lariat Premium Discount: -$1,000

As-Tested Price: $45,205

Post-purchase modifications: $475: Black 6″ running boards; $699: Vortex spray-in bed liner. Total Price: $46,379.

Ford has an online Window Sticker viewer. Click here to view the Window Sticker for the actual test vehicle.

by John Suit

LA Auto Show 2011: The 2013 Ford Mustang Boss 302

John Suit — Wed, 07 Dec 2011 15:00:08 +0000

Introduced for the 2011 model year, the spiritual successor to the Boss 302 of the late 1960s and early 1970s combined speed and handling with Ford’s Mustang GT. The result was nothing short of amazing, with comparisons to BMW’s M3, among others. For the 2013 model year, Ford is cranking the Boss 302 up another notch, mostly in its appearance. Read on for more details and Ford’s press release.

When the 2011 Boss 302 was created, engineers on the team found 32 more horses inside the Mustang GT’s 5.0-liter V8, bringing to the total to 444. That number hasn’t changed, but bits of the drivetrain between the engine and rear wheels have been changed to improve drivability and durability. The 6-speed manual transmission is unchanged, but an upgraded “race inspired” clutch should help transmit the engine’s power rearward. In the limited slip rear differential, carbon fiber plates are now being used to provide better longevity and handling.

The wheels are staggered, so while all four of them are 19″ in diameter, the fronts are 9″ wide, the rears 9.5″. They’re lightweight as well, saving on rotational mass over the GT’s wheels. The wheels themselves are wrapped in Pirelli PZero summer tires, so the Boss 302 won’t be a four-season car from the factory.

Bringing it all to a halt is a brake package featuring Brembo calipers, clamping down on 14-inch rotors up front. The Mustang GT’s regular brakes are a carryover, save for upgraded pads. This appears to be the Brembo brake package available on the Mustang GT, except it’s standard on the Boss 302.

The bigger changes are found elsewhere. SYNC becomes standard on the Boss 302 for the first time, An interesting choice in a track-oriented car. While Ford built the Boss 302 to be comfortable and reliable as a daily driver, it makes more sense as a track toy. On the outside, the front end has been redesigned, as have all 2013 Mustangs. On the Boss 302, that means functional hood extractors and a new front splitter, for down force, not to mention new fascias front and rear. The new front fascia includes removable covers where the fog lights would normally go, which will aid in cooling the brakes on track days.

As for paint colors, which seem to change on most cars from year to year, the Boss 302 is no exception. Laguna Seca models can be optioned with School Bus Yellow paint, as an honor to Parnelli Jones’ 1970 Boss 302 race car. New hockey-stick graphics are reflective, really showing up when light hits them.

Look for the Boss 302 to hit showrooms in the Spring of 2012, along with the regular Mustang and Shelby GT500.

by John Suit

Source: Ford

Show Press Release

Ford Mustang Boss 302: Back with More for 2013, Paying Homage to a ’70s Legend

2013 Ford Mustang Boss 302 builds on the heritage of the 1970 Boss 302 with new, reflective hockey stick graphics package – first modern application on a production car
Also new for 2013 is heritage-inspired School Bus Yellow paint and Sterling Gray accents on Boss Laguna Seca, which delivers race-ready suspension, aerodynamic details and removed rear seat
Ford SYNC® connectivity system becomes a standard Boss feature for 2013, adding to a specially tuned engine, quad exhaust, brakes, suspension and design that optimize weight, aerodynamics and track performance

Click here to visit the 2011 L.A. Auto Show Media Site.

LOS ANGELES, Nov. 15, 2011 – The Ford Mustang Boss 302 is all about performance, and a nod to heritage comes standard with new paint options and design details for 2013.

A new hockey stick graphic featuring reflective stripes is added to the new Boss, calling back the 1970 Boss 302. 2013 Boss 302 and Boss Laguna Seca models feature new School Bus Yellow paint, honoring Parnelli Jones’ 1970 Trans-Am championship car prepared by Bud Moore.

“Everything we did for 2013 is consistent with and links directly back to our 1970 heritage. The reflective stripes and hockey stick graphic in particular mean something to Mustang enthusiasts,” said Dave Pericak, Mustang chief engineer. “Last year, we proved the car had what it takes to perform, and this year we focused on enhancing its eye-catching looks and celebrating its history.”

The reflective stripes on Boss come to life when lights hit them, similar to how they did in 1970 on the Mustang Boss 302. The new stripe follows the classic hockey stick motif by going over the fender and extending down the body panel.

Boss Laguna Seca has new Sterling Gray accents and will be available in vintage School Bus Yellow and black paint offerings, complemented by hockey stick stripes and gray interior rear cross-brace. Gray also sets off the front grille, mirror caps and rear pedestal spoiler, while Laguna Seca rear badging and unique two-tone gray and silver wheels round out the exterior accents. Unlike the previous model, the roof will not feature colored accents.

Similar to the redesigned base Mustang lineup, the front end offers a more powerful design with a more prominent grille. A more powerful splitter and functional hood extractors add to that look. Boss Mustang has new signature lighting, with standard HID headlamps and LED-surround taillamps.

The 2013 Boss also offers a unique functional design feature in the grille with removable covers where fog lamps would be. For improved cooling on track days, the covers can be easily removed with a screwdriver.

Additionally, the rear end features a high-gloss black panel that connects the taillamps. The taillamps deliver a smoked appearance that matches up with the sinister look up front.

The new Mustang Boss includes Ford SYNC®, the voice-activated in-car connectivity system, as a standard feature. With the base SYNC package, customers enjoy the core hands-free features and services that have quickly established SYNC as a must-have technology, with more than 76 percent of current SYNC users saying they would recommend the system to others.

Some features of SYNC include:

Hands-free, voice-activated calling via a Bluetooth®-connected mobile phone and control of a USB-connected digital music player
911 Assist™, the automated emergency calling service that is free for the life of the vehicle
Vehicle Health Report, the on-demand diagnostic and maintenance information service

Revved up and ready

The powerful Boss engine yields 444 horsepower and 380 lb.-ft. of torque, while still offering a smooth idle and low-end torque for comfortable around-town driving. A race-inspired clutch with upgraded friction materials transmits power, while a short-throw, close-ratio six-speed manual handles gear change duties.

Power is delivered to a 3.73-ratio rear axle using carbon fiber plates in the limited-slip differential to improve handling and longevity. For those who want even more precise control over power delivery, a torque-sensing (Torsen) limited-slip differential is available, coupled with Recaro® front seats.

In keeping with the Boss mandate to provide the best-handling Mustang ever, the already strong Mustang GT suspension system has been further refined. Higher-rate coil springs on all four corners, stiffer suspension bushings and a larger-diameter rear stabilizer bar all contribute to the road racing mission, and Boss models are lowered by 11 millimeters in front and 1 millimeter at the rear versus Mustang GT. But the real key to handling is in the adjustable shocks and struts, standard on all Boss Mustangs.

Working in concert with the suspension upgrades, Boss 302 receives unique, lightweight 19-inch black alloy racing wheels in staggered widths: 9 inches in front, 9.5 inches in the rear. The Pirelli PZero summer tires are sized specifically for each end of the car, with the front wheels receiving 255/40ZR-19 tires while the rear stays planted thanks to 285/35ZR-19 rubber.

Boss braking is also up to the challenge, using Brembo four-piston calipers acting on 14-inch vented rotors up front. In back, standard Mustang GT brakes are upgraded with a Boss-specific high-performance pad compound. The combination of vented brake shields and unique Anti-Lock Brake System (ABS) tuning gives Boss drivers maximum control and rapid, repeatable fade-free stops in road and race situations alike.

Boss 302 circa 1969-70

With styling tweaked by newly arrived Ford designer Larry Shinoda, the new-for-1969 Boss 302 sported front and rear spoilers, blacked-out hood treatment and racy side stripes for a look that screamed performance.

Beyond the bodywork, the Boss 302 didn’t disappoint. Its engine combined a four-bolt main Windsor small-block with reworked heads from the then-new 351 Cleveland engine. A forged steel crankshaft, connecting rods and pistons rounded out the reciprocating assembly. The result was a free-breathing, high-revving powerplant making what Ford claimed was 290 gross horsepower – though actual output is estimated to be significantly higher.

Ford engineers also thoroughly massaged Mustang’s suspension in an effort to meet then-boss Semon “Bunkie” Knudsen’s mandate “to build absolutely the best-handling street car available on the American market.” Stiffer springs and shocks, special sway-bar tuning, a stiffened chassis and wide tires led to the fastest Mustang ever to lap the Ford test track up to that point.

LA Auto Show 2011: 2013 Ford Mustang

John Suit — Thu, 01 Dec 2011 15:00:01 +0000

So, I’ve already shown pictures and gone through the big changes for the 2013 Ford Shelby GT500, and now it’s time to delve into its more mass-market brother, the Mustang (and Mustang GT). With a refresh in 2010 and new engines for the 2011 model year, the Mustang isn’t due for another big redesign until 2015. Until then, a few minor modifications will have to suffice. Read on for pictures and details, as well as Ford’s press release.

The Mustang team began by tweaking the front and rear ends of its already popular sheet metal. The front end resembles the 2011 Shelby GT500, with a more shark-nosed appearance, hood bulge, and trapezoidal upper and lower grilles. GT models, equipped with the 5.0-liter V8 keep the grille-mounted driving lights, while V6-equipped models will have to do without. That V8, by the way, get’s a bump of 8 horsepower from the 2012 model, to an even 420, 6 shy of the Camaro SS’s output.

Out back, the taillamps have been revised, with a classic surround, evoking Mustangs from the late 1960′s and early 1970′s. Also cribbed from classic Mustangs is the blackout panel between the taillights. Back up front, HID headlamps are surrounded by LED lighting touches, which are both functional and tasteful in appearance.

Along the new Mustang’s sides, not much has changed except for a new lineup of wheels which are displayed in the gallery below. A neat trick is the new Mustang’s mirror-mounted puddle lamps, which display the icon running pony logo on the ground when the doors are unlocked.

Inside, the 2013 Mustang isn’t immune from the proliferation of Ford’s latest in infotainment and driver information displays. The touch screen navigation with SYNC is still there, having made its debut in the 2010 Mustang, but now it’s been joined by an optional 4.2″ LCD screen between the speedometer and tachometer in the instrument cluster. The LCD displays instantaneous MPG readouts, distance-to-empty, as well as trip odometers and a new functionality set Ford calls Track Apps. Track Apps include G-forces during cornering, acceleration and braking times. It will also display temperature readouts for the air intake and cylinder heads, as well as air-to-fuel ratio. An updated steering wheel includes an OK button flanked by four directional buttons to scroll through the readouts on the LCD screen.

While the engines are carryover from 2012 models (save the bump in horsepower for the V8), Ford has finally equipped automatic Mustangs with a manual mode they call SelectShift. A toggle button on the gear shift lever allows drivers to select their own gear, a feature that’s been a glaring omission from order sheets for several years.

The 2013 Mustang, with its relatively minor changes, presents a more aggressive look combined with 21st-century technology. Hopefully for Ford, these changes are enough to boost its sales compared to Chevrolet’s Camaro, which has outsold the Mustang so far this year.

by John Suit

Source: Ford

Show Press Release

New Design, More Technology for Ford Mustang

New exterior design with more prominent grille, new hood and new LED signature lighting give the latest Mustang a high-tech look
Drivers of automatic-equipped Mustangs will be able to shift their own gears with new SelectShift Automatic™ transmission, now a standard feature
Industry-first technology allows drivers to monitor their own acceleration, g force and braking on the track with new 4.2-inch LCD screen showing Track Apps

Click here to visit the 2011 L.A. Auto Show Media Site.

LOS ANGELES, Nov. 15, 2011 – Ford Mustang – the icon of American performance and style – gets even more street swagger with a new design and a list of smart features that signal even more technology in the popular pony car.

“The new Mustang is the perfect example of continuing to build on excellence. It takes the greatness of the 5.0-liter and V6 and pushes the refinement to the next level,” said Dave Pericak, Mustang chief engineer. “The car has been spot-on functionally and now we’re adding more features and technology to further improve the driver’s experience.”

More aggressive design

The new model Mustang, which goes on sale in spring 2012, offers a more aggressive design with a significantly more prominent grille. A more powerful splitter adds to that appearance. Functional heat extractors on the hood of the GT were specifically placed and designed to help move hot air out of the engine compartment and cool the engine.

“We are delivering a more distinctive and emotional design presence that celebrates the total performance of Mustang,” said Darrell Behmer, Mustang chief designer. “This latest Mustang design is very respectful of its heritage while continuing to look forward with a more powerful and modern look.”

Rocker panels running along the car are now body-color, making for a more premium appearance. The rear has been updated with a high-gloss black panel that connects the taillamps. Keeping the sequential turn signal Mustang is known for, the taillamps also deliver a smoked appearance that matches the more purposeful look up front.

Also new for Mustang design are standard high-intensity discharge (HID) headlamps on both V6 and GT cars. Signature lighting plays into the technology upgrades for 2013 as well, with two individual light-emitting diode (LED) bars accentuating the front headlamps and three LED ropes forming the iconic three-bar rear lights.

The new Mustang offers a revamped wheel lineup, ranging from the standard 17-inch wheels for V6 all the way up to 19-inch optional wheels on the GT and V6 Performance Package. With updated designs, the wheels also offer new finishes and touches for a more powerful appearance.

There are two different finishes on the 17-inch wheel – machined-aluminum and painted. Three optional V6 wheels include an 18-inch polished aluminum set, an updated 18-inch painted aluminum and a 19-inch painted wheel design, with a new theme for the V6 Performance Package.

The standard 18-inch painted aluminum wheel on both GT and premium GT is an evolution of the five-spoke design. The 19-inch optional GT wheel comes with a gloss-black finish with machined face for a more sinister look.

The new car also offers mirrors with pony projection light, which casts the image of Mustang’s famous pony emblem on the ground when the unlock button is activated. New colors – Deep Impact Blue and Gotta Have It Green – join the existing sporty colors for 2013.

Also new on V6 and GT are optional leather-trimmed or cloth Recaro® seats that are currently available on the Shelby GT500 and Boss 302. Designed to enhance the high-performance driving experience, lateral bolsters in the cushion and seatback are used to ensure drivers have the support needed on the track during hard cornering and to deliver a comfortable ride.

The seats also come complete with integrated head restraints with ample room for drivers and passengers wearing helmets when at the track. Openings on the seatback are included for customers looking to create performance setups for their car on track days. The Recaro seats are the result of a global team effort led by SVT along with the Mustang engineering group in North America, Team RS in Europe and Recaro.

New driving technologies

The 2013 Mustang with 5.0-liter engine will now deliver 420 horsepower. Based on learnings from developing the high-output 444-horsepower Mustang Boss 302, the team was able to adapt several of the designs to the 5.0-liter.

The new Mustang can be specified with a six-speed SelectShift Automatic™ transmission. This advanced control strategy offers the driver a choice between fully automatic operation and manual control. The system is controlled with a selector button on the side of the shifter. The shifter has been upgraded for 2013 with more modern style and improved accessibility.

“This lets owners take an automatic out on a track day or whenever they want to drive sportier, and lets them have the convenience of switching to manual control,” said Tom Barnes, Mustang vehicle engineering manager. “It’s a significant improvement to our powertrain offerings that lets the driver take control.”

This capability makes the Mustang experience sporty yet smooth. Unlike some competitors’ transmissions, SelectShift won’t second-guess the driver with an override shift. With SelectShift, manual control is truly manually controlled.

A new option, the GT Track Package, debuts for 2013 for customers who want to push their Mustang even further at the track. Available only on manual GT Mustangs with a 3.73 axle, the package gives track enthusiasts an engine cooler, upgraded radiator, performance friction brake pads and the same Torsen® differential that’s on Mustang Boss 302. The package includes everything in the current Brembo™ Brake Package, with 14-inch vented front discs, unique 19-inch alloy wheels and summer performance tires.

Other optional package updates for 2013 include offering the Brembo Brake Package on both manual and automatic transmissions on Mustang GT. The V6 Performance Package is now available on automatic Mustangs for the first time.

Hill start assist makes its debut on manually equipped Mustangs. This feature helps keep the car from rolling backward, making it easier to pull away when on a slope or hill. With the brake pedal pressed, if sensors detect the car is on a slope, the system is automatically activated. Brake pressure is held in the braking system and the car remains stationary on the slope for up to two seconds after the driver releases the brake pedal.

A new 4.2-inch LCD productivity screen that lets customers access information related to fuel economy and vehicle performance also makes its debut on Mustang. The screen is navigated through a five-way control button located on the steering wheel and offers Track Apps, which delivers performance metrics for drivers right from the factory. The app measures g forces, shows acceleration times in quarter-mile and 0-60 increments, and displays braking times, complete with automatic and countdown starts.

The 2013 Mustang also offers customers two new audio systems for even better sound quality for incredible clarity and crispness. The optional Shaker™ system comes with eight speakers and pumps out 370 watts of power. The upgraded Shaker Pro offers nine speakers and delivers 550 watts of power.

The 2013 Ford Mustang will be built at AutoAlliance International Plant in Flat Rock, Mich.

Ford Releases Fuel Economy Numbers for 2011 Ford F-150: 3.7-liter V6 Gets 23 MPG!

John Suit — Fri, 15 Oct 2010 14:00:03 +0000

Pending final EPA certification, the 3.7-liter V6 in the upcoming 2011 Ford F-150 will get you a stellar (for a truck, anyway) 23 mpg on the highway, and 16 mpg around town. The 5.0-liter V8 gets you 15/21 city/highway, which rivals its GM counterparts’ fuel economy numbers. While these numbers are preliminary, they can’t be too far off base or Ford wouldn’t release them. Click past the jump for complete breakdowns and comparisons. Truck fans will be especially interested in the Ford-provided charts at the bottom.

It seems like every year, the automakers bring out new commercials touting their trucks’ fuel economy. They always compare their V6-powered truck versus the competition’s V8, usually with 4×2 compared to 4×4. This can throw the numbers off by 2-4 mpg, and is the work of very good spin doctors. See the chart below, which comes directly from Ford’s press release. It compares their engines directly with the proper corresponding engines from the competition.

Segment Comparison for 3.7-liter V6

Mfr	Engine	Horsepower	Torque	Max towing	Max payload	4×2 MPG (c/h)
Ford	3.7L V6	302 @ 6,500	278 @ 4,000	6,100	1,920	16/23
Chevrolet	4.3L V6	195 @ 4,600	260 @ 2,800	5,400	1,956	15/20
Ram	3.7L V6	210 @ 5,200	235 @ 4,000	3,800	1,900	14/20
Toyota	4.0L V6	270 @ 5,600	278 @ 4,400	4,900	1,715	16/20

Segment Comparison for 5.0-liter V8

Mfr	Engine	Horsepower	Torque	Max towing	Max payload	4×2 MPG
Ford	5.0L V8	360 @ 5,500	380 @ 4,250	10,000	3,060	15/21
Chevrolet	4.8L V8	302 @ 5,600	305 @ 4,600	7,200	1,825	14/19
Ram	4.7L V8	302 @ 5,650	329 @ 3,950	7,650	1,760	14/19
Toyota	4.6L V8	310 @ 5,600	327 @ 3,400	8,600	1,870	15/20

Segment Comparison for 6.2-liter V8

Mfr	Engine	Horsepower	Torque	Max towing	Max payload	4×2 MPG
Ford	6.2L V8	411 @ 5,500	434 @ 4,500	11,300	1,770	12/17
Chevrolet	6.2L V8	403 @ 5,700	417 @ 4,300	10,700	1,997	13/18

Segment Comparison for 3.5-liter EcoBoost

Mfr	Engine	Horsepower	Torque	Max towing	Max payload	4×2 MPG
Ford	3.5L EcoBoost	365 @ 5,000	420 @ 2,500	11,300	3,060	TBA
Chevrolet	5.3L V8	315 @ 5,200	335 @ 4,000	10,000	1,774	15/22
Ram	5.7L V8	390 @ 5,800	407 @ 4,200	10,450	1,710	14/20
Toyota	5.7L V8	381 @ 5,600	401 @ 3,600	10,400	2,090	14/18
Nissan	5.6L V8	317 @ 5,200	385 @ 3,400	9,500	2,153	13/18

I will stress again that the 3.7-liter V6 and 5.0-liter V8 are still awaiting final EPA certification, so I’ll have an update if the numbers change. Also, as seen in the chart above, the 3.5-liter EcoBoost V6 hasn’t been tested at all. I would expect the city/highway numbers to be 16/24, give or take. Another note: if you’re looking at a 4-wheel drive model of any of the above-listed trucks, expect a 1-2 mpg drop in both city and highway mileage.

It’s an exciting time to be a truck buyer, with all the new engine options coming from Ford, GM and RAM. Even with the Corporate Average Fuel Economy (CAFE) standards years away, the automakers are working hard to get ahead of the curve early. For more information about CAFE standards, click here.

Show Press Release

FORD LAUNCHES MOST FUEL-EFFICIENT FULL-SIZE PICKUP: 23 MPG HIGHWAY WITH NEW 3.7-LITER ENGINE IN 2011 F-150

The new 3.7-liter V6 engine in the 2011 Ford F-150 is projected to deliver best-in-class 23 mpg highway, pending final EPA certification
The new 5.0-liter V8 in the 2011 F-150 is projected to deliver best-in-class 21 mpg highway, pending final EPA certification
No other manufacturer offers better fuel economy in the respective segments

Click here to watch the live webcast of the announcement of the F-150′s fuel economy leadership.

DEARBORN, Mich., Oct. 14, 2010 – Ford Motor Company is launching the most fuel-efficient full-size pickup of any manufacturer – the all-new 3.7-liter V6 engine in the 2011 F-150. It is projected to deliver best-in-class 23 mpg highway, pending EPA certification.

The new 5.0-liter V8 engine is projected to deliver best-in-class 21 mpg highway, pending EPA certification.

“The all-new engine lineup for the 2011 Ford F-150 is focused on delivering what matters most to truck customers – best-in-class power, capability, durability and fuel economy,” said Barb Samardzich, vice president of Powertrain Engineering. “Each engine offers an unequaled combination of these attributes.”

The new 3.7-liter V6 is projected to deliver 16 mpg city and 23 mpg highway in 4×2 configuration. The new 5.0-liter V8 is projected to deliver 15 mpg city and 21 mpg highway in 4×2 configuration. No manufacturer offers better fuel economy numbers in these respective segments.

“Seventy percent of F-150 customers said better fuel economy is what they’d like improved most in their truck,” said Doug Scott, Truck Group marketing manager. “The 2011 Ford F-150 does exactly that with best-in-class fuel economy, best-in-class capability and power, and more powertrain choices to suit their different needs.”

The new V6 and V8 make up half of an all-new powertrain lineup for the 2011 Ford F-150, part of the most extensive engine makeover in the 62-year history of F-Series. Also new for 2011 are the 6.2-liter V8 and 3.5-liter EcoBoost™ truck engine. The EcoBoost will be available in early 2011. Trucks with the 3.7-liter V6, 5.0-liter V8 and 6.2-liter V8 will arrive in dealer showrooms later this year.

Each engine is mated to a fuel-saving six-speed automatic transmission. Ford is the only manufacturer to equip its entire full-size pickup lineup with six-speed gearboxes as standard.

This versatile new powertrain lineup enables F-150 customers to choose the engine that best suits their needs.

Several other improvements help increase fuel economy
The extensive work to maximize the efficiency of each engine is complemented by additional improvements to the transmission and other areas of the new F-150.

The tried-and-true 6R80 six-speed automatic transmission has been upgraded to bring available customer conveniences such as SelectShift capability with progressive range select and manual mode to the F-150 for the first time.

The transmission has been optimized for each new engine. The transmission matched to the 3.7-liter engine, for example, has fewer clutch plates compared with the other F-150 engines.

A one-way clutch, which allows for smoother 1-2 and 2-1 shifts, faster downshifts and improved fuel economy, has been added. The gear ratios, span and shift schedule have been optimized for better off-the-line performance and improved fuel economy. The double-overdrive gear also provides better fuel economy.

Another fuel saver is the addition of class-exclusive electric power-assisted steering (EPAS) to the 3.7-liter V6, 5.0-liter V8 and 3.5-liter EcoBoost powertrains. The EPAS system replaces a conventional hydraulic system, which runs continuously off the engine, with a system that draws power only when needed. Ford is the first manufacturer to widely offer EPAS on full-size pickup trucks. EPAS contributes about a 4 percent fuel-economy benefit compared with conventional hydraulic systems.

“Our new engine lineup allows greater flexibility for customers to select the powertrain choice that best suits their needs,” said Samardzich. “And each engine delivers outstanding power, capability and fuel economy.”

3.7-liter four-valve Ti-VCT V6
The 3.7-liter will be the most powerful, capable and fuel-efficient base V6 of any truck in its class. Key attributes include:

Projected best-in-class 23 mpg highway (4×2 configuration), pending final EPA certification. Also delivers 16 mpg city
Best-in-class 302 horsepower at 6,500 rpm
Unsurpassed 278 lb.-ft. of torque at 4,000 rpm
Best-in-class 6,100 pounds maximum trailer tow
Ti-VCT (twin independent variable camshaft timing) creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance and fuel economy
E85 flex fuel capability
Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions
Forged-steel crankshaft for improved durability
Built at Cleveland Engine Plant

5.0-liter four-valve DOHC Ti-VCT V8
The 5.0-liter V8 in the 2011 F-150 offers many class bests compared with comparable base V8s, including:

Projected best-in-class 21 mpg highway (4×2 configuration), pending final EPA certification
Best-in-class 360 horsepower at 5,500 rpm
Best-in-class 380 lb.-ft. of torque at 4,250 rpm
Best-in-class 10,000 pounds maximum trailer tow
New strengthened block and new cylinder head optimized for performance and enhanced cooling
Unique intake camshafts, combined with Ti-VCT, composite intake manifold and optimized compression ratio for improved low-speed torque and towing capability
Forged-steel crank and all-new oil cooler enhance durability
Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions
E85 flex fuel capability
Built at Essex Engine Plant; Windsor, Ontario

6.2-liter two-valve SOHC V8
The 6.2-liter V8 is a premium engine offering on the 2011 F-150. It is now standard on F-150 SVT Raptor, with expanded offering on other specialty applications. Its attributes include:

Best-in-class 411 horsepower at 5,500 rpm and 434 lb.-ft. of torque at 4,500 rpm vs. all competitors
Best-in-class 11,300 pounds maximum trailer tow vs. all competitors
Projected 12 mpg city, 17 mpg highway (4×2 configuration), pending final EPA certification
Durability of race-proven components and technology showcased in November 2008 when a 6.2-liter Raptor R not only survived the grueling Baja 1000, it earned a podium finish. The same engine then completed every mile of the 2009 Best in the Desert series
Utilizes a large bore and shorter stroke. This approach to creating power has its roots in storied Ford racing engines. The large bore allows for larger intake and exhaust valves for improved engine airflow, and the short stroke allows higher engine speed for increased horsepower
Because of the large bore size, two spark plugs per cylinder are used to more efficiently burn the fuel-air mixture in the combustion chamber, enabling better fuel economy and increased engine torque. The twin plugs also help maintain a smooth, stable idle
Built at Romeo (Mich.) Engine Plant

3.5-liter Ti-VCT EcoBoost
A premium powertrain offering available after launch, the 3.5-liter EcoBoost has more torque than any competitors’ V8 with the fuel economy of a smaller-displacement engine. This EcoBoost engine will establish a new benchmark for its combination of performance capability and fuel efficiency. Its attributes include:

365 horsepower at 5,000 rpm on regular fuel
Best-in-class 420 lb.-ft. of torque at 2,500 rpm on regular fuel
Best-in-class 11,300 pounds maximum trailer tow vs. all competitors
Best-in-class 3,060 pounds payload vs. all competitors
Up to 90 percent of peak torque available from 1,700 rpm to 5,000 rpm
New benchmark for combination of performance capability and fuel efficiency
Ti-VCT creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance and fuel economy
Intake and exhaust camshafts optimized for improved fuel economy and performance
Cast exhaust manifolds for heavy-duty operation and durability
Improved manifold and cylinder heads for improved performance
Direct-acting mechanical bucket (DAMB) valvetrain with polished buckets to reduce friction and improve fuel economy
Built at Cleveland Engine Plant

Segment Comparison for 3.7-liter V6

Manufacturer	Engine	Horsepower	Torque	Maximum towing	Maximum payload	4×2 fuel economy
Ford	3.7L V6	302 @ 6,500 Best in class	278 @ 4,000 Unsurpassed	6,100 Best in class	1,920	16/23 (city/highway) Best in class highway
Chevrolet	4.3L V6	195 @ 4,600	260 @ 2,800	5,400	1,956	15/20
Ram	3.7L V6	210 @ 5,200	235 @ 4,000	3,800	1,900	14/20
Toyota	4.0L V6	270 @ 5,600	278 @ 4,400	4,900	1,715	16/20

Segment Comparison for 5.0-liter V8

Manufacturer	Engine	Horsepower	Torque	Maximum towing	Maximum payload	4×2 fuel economy
Ford	5.0L V8	360 @ 5,500 Best in class	380 @ 4,250 Best in class	10,000 Best in class	3,060 Best in class	15/21 (city/highway) Best in class highway
Chevrolet	4.8L V8	302 @ 5,600	305 @ 4,600	7,200	1,825	14/19
Ram	4.7L V8	302 @ 5,650	329 @ 3,950	7,650	1,760	14/19
Toyota	4.6L V8	310 @ 5,600	327 @ 3,400	8,600	1,870	15/20

Segment Comparison for 6.2-liter V8

Manufacturer	Engine	Horsepower	Torque	Maximum towing	Maximum payload	4×2 fuel economy
Ford	6.2L V8	411 @ 5,500 Best in class	434 @ 4,500 Best in class	11,300 Best in class	1,770	12/17 (city/highway)
Chevrolet	6.2L V8	403 @ 5,700	417 @ 4,300	10,700	1,997	13/18

Segment Comparison for 3.5-liter EcoBoost

Manufacturer	Engine	Horsepower	Torque	Maximum towing	Maximum payload	4×2 fuel economy
Ford	3.5L EcoBoost	365 @ 5,000	420 @ 2,500 Best in class	11,300 Best in class	3,060 Best in class	TBA (city/highway)
Chevrolet	5.3L V8	315 @ 5,200	335 @ 4,000	10,000	1,774	15/22
Ram	5.7L V8	390 @ 5,800	407 @ 4,200	10,450	1,710	14/20
Toyota	5.7L V8	381 @ 5,600	401 @ 3,600	10,400	2,090	14/18
Nissan	5.6L V8	317 @ 5,200	385 @ 3,400	9,500	2,153	13/18

by John Suit

Source: Ford

2011 Ford F-150 Followup – 20% Increase in Fuel Economy?

John Suit — Thu, 12 Aug 2010 14:00:49 +0000

According to a press release published by Ford today, the four engines available on its upcoming 2011 F-150 pickup should yield 20% gains in fuel economy compared to the same models in 2010. Since no V6 is available on the 2010 F-150, this is a believable number, especially considering the advanced engine technologies used to craft the new 5.0 and 6.2-liter V8s. As a recap, the engines available in the 2011 F-150 will be the 3.7-liter V6, 5.0 and 6.2-liter V8s, and later on in the model year, a 3.5-liter EcoBoost V6. If the 20% number comes true, look for fuel economy numbers to be 14-17 city, 18-24 highway.

by John Suit

Source: Ford

2011 Ford F-150 to get 3 new engine choices

John Suit — Tue, 20 Jul 2010 14:00:47 +0000

Automotive News is reporting that Ford will be giving buyers of its F-150 pickup truck 3 new engine choices for the 2011 model year. Those new choices include a 3.7-liter V6, which replaces the current base V8, a 5.0-liter V8, and an EcoBoost 3.5-liter V6. If any of those choices sound familiar, you’re right. The first two engines are found in the V6 and V8 2011 Mustang, respectively. The third one, the EcoBoost V6, is available in several Ford and Lincoln models.

While the two Mustang-sourced engines have already been used in a rear wheel drive setup, this will be the first time Ford’s EcoBoost V6 will do rear-drive duty. This cross-vehicle engine sharing allows Ford to build a lot more of each engine, dividing the several million dollars spent on development of each one.

3.7-Liter V6

The inclusion of the 3.7-liter V6 is a no-brainer, as it helps keep Ford on track for new CAFE (Corporate Average Fuel Economy) requirements set to take effect in 2012 and 2016. It also helps the F-150 compete with the Chevrolet Silverado and RAM 1500, both of which offer V6 engines, while the F-150 has done without one since the close of the 2008 model year.

5.0-Liter V8

While all three engines should get superior fuel economy compared to the 2010 model, the EcoBoost V6 should be the most interesting. It is rumored that in the F-150, the EcoBoost will produce about 400 horsepower and 400 foot-pounds of torque, both of which are crucial for truck sales. At the same time, it’s expected to get better mileage than its V8 brethren. While this high-tech V6 has the power, traditional truck buyers have it ingrained in their minds that V8 power equals better hauling, so it’ll be interesting to see how that all shapes up.

by John Suit

Source: Automotive News