Classic Ford - Mentor, OH

It's a guy thing. Tim Allen understands. If you've got a job to do, you need the right tool. As guy logic goes, the bigger and more powerful the tool, the better.

If what you do requires a tool shaped like a truck, then you're currently experiencing a nirvana-like period in history. In just the last few months, Chrysler and General Motors introduced their new heavy-duty trucks. We drove the 2010 Dodge Ram Heavy Duty in October and liked it. We also saw the Chevrolet and GMC HDs at the Chicago Auto Show last month. Although we've yet to get behind the wheel, the powertrain and chassis improvements appear promising.

Not to be left out, Ford's rolling introduction of its latest F-Series Super Duty just culminated with an Arizona-based press-only driving event (we first reported on the new truck in September). Want to know everything about Ford's big, new tool? For starters, the blue oval on the grille measures 13 inches. Believe it or not, there's more.

Those of you with functional long-term memories will recall that Ford introduced an all-new Super Duty for 2008. While the 2011 edition is billed as all-new, not everything about the newest F-Series Super Duty is the product of an empty CAD/CAM screen. Following its own recent pattern for product introductions, Ford did what we'd consider a super-duper freshening on its heavy-duty truck.

Major changes include all-new and stronger powertrains, new front-end sheetmetal, and mildly freshened interiors. While certainly not all-new, the changes are certainly all good.

Two new engines, diesel first
Autoblog already reported on Ford's new in-house designed-and-built 6.7-liter diesel. The previous Power Stroke diesel was a cooperative effort between Ford and Navistar. While generally well regarded, the engine was not without its problems, including the fact that it didn't particularly like biodiesel fuel.

The larger 6.7-liter engine is a clean-sheet, all-Ford design that produces 390 horsepower and 735 pound-feet of torque. The deep-skirted V8 block is made of compacted graphite iron, which Ford claims is about two times stronger than traditional cast iron, all the better to reliably handle that elephantine torque. Four-valve aluminum heads help shave 160 pounds off the engine's total weight, but don't look for cams in those heads. A single camshaft in the block actuates all 32 valves with just as many pushrods.

Bosch piezo injectors send fuel directly into the combustion chambers with up to 29,000 psi of force. The quick-acting injectors are capable of delivering up to five stratified charges (layered squirts of fuel) per combustion cycle. The high-pressure, direct injection system pays big benefits in terms of increased power and economy with reduced noise. In traditional diesels, the combustion event happened all at once, making plenty of noise. Stratified fuel injection lengthens the combustion event, making it quieter.

While not silent, the new Power Stroke is so quiet that you can stand at the rear of the truck and hold a conversation and not have to raise your voice. In the cab, the engine noise levels are so low that it's hard to discern whether you're driving a gas or diesel truck. The fact that you can't smell any eau d'diesel makes the new engine and emissions package all the more impressive.

One of the most innovative features of the new Power Stroke engine is the path of the airflow through the engine. The air charge enters the heads on the outside of the V, with spent gasses exiting to the center of the valley. Waiting for those rapidly expanding gasses is a Honeywell turbocharger featuring two outboard compressor wheels that form a sandwich around the impeller.

The main benefit of the twin-compressor blower is that it delivers the power and flexibility of a twin-turbo system without separate turbo units. The turbocharger also features variable vane technology to enhance boost response at lower engine rpms. Max boost is 29 psi. While high by gas-engine standards, this is lower than many other diesel engines including the 2010 Cummins and the 2010 version of General Motors' Duramax. The lower boost is beneficial because it helps keep intake charge temperatures from rising to unfavorable levels. An air-to-liquid intercooler chills the incoming air on the Ford.

Unlike the six-cylinder Dodge/Cummins diesel, the Power Stroke uses a urea-injection exhaust after treatment to help meet new diesel emissions standards. Ford engineers told us that their system gave them greater flexibility to tune their engine for leaner running. Ford felt the economy vs. maintenance trade-off (having to refill the five gallons of Diesel Exhaust Fluid at every oil change) was worth it.

Trucks over 8,500-pounds are not subjected to EPA mileage tests, but Ford told us that its new diesel is significantly more efficient than the previous engine. During our time behind the wheel, one 80-mile segment was meant to be an economy run. We were too eager to hit our hotel's buffet tables, and averaged about 20 mpg in our F-250 Super Duty King Ranch 4x4 with the new Power Stroke. The mpg winners, however, averaged 29 mpg over the same distance in an equivalent truck, and they were only minutes later to dinner.

This type of performance can be yours for $7,835 more than the standard engine, the same upcharge as 2009, and well over half of Super Duty buyers opt for the oil burner.

6.2-liter V8 gasoline engine
If you wondered how Ford could afford to offer a big-cube, high-performance engine for the low-volume Raptor off-road monster, ponder no longer. The 6.2-liter was always in the plans for the Super Duty line. According to Ford powertrain engineers, the trustworthy and reliable 5.4-liter Triton engine was at the end of its development life and could not be improved to deliver more power and economy with lower emissions. A totally new engine was required, and that's what the new 6.2-liter is.

Even though the 6.2-liter is larger and more powerful than the 2010 Triton, in equivalent Super Duty models, engineers have seen a 15-percent gain in economy. The new engine puts out 385 hp and 405 lb-ft torque. Key features of the single-overhead cam engine include variable valve timing and dual spark plugs per cylinder. Anticipating the arrival of cheaper E85, the new engine can suck down alcohol, regular gasoline, or any mix thereof.

Given the 6.2-liter's power, it not only replaces the 5.4-liter but the 6.8-liter V-10 in all F-250 and F-350 applications, the volume-leaders of the Super Duty line. Limited production of the V-10 continues for F-450 and F-550 models because certain fleets still like the power/value equation of the last remaining member of Ford's modular engine family.

TorqShift six-speed automatic
Both new engines distribute their torque to an all-new six-speed automatic transmission. It's a heavy-duty box that engineers proudly boasted could handle way more power than either of the current engines are putting down.

Electronic controls support the beefy mechanicals, enabling convenient manual shifting and locking out higher gears (to eliminate gear hunting in hilly terrain). Representatives reminded the press that Ford invented the Tow Haul transmission mode, and this gearbox incorporates software improvements that make the system work better. We towed a 9,000-pound trailer up a multi-mile grade and the system worked as advertised, keeping the engine running in a sweet spot that enhanced our feeling of control.

The transmission also incorporates the easy fitment of power-take-off devices. While PTOs are not unusual for this class of truck, Ford's system enables the PTO to function anytime the engine is running, whether the truck is parked, idling, or in motion. Repo men will love this industry-exclusive feature.

The wrapper
Ford didn't have unlimited financial resources to put toward the Super Duty's refresh. Apparently the designer's share of the pot ran out at the A-pillar.

The front-end received nearly all of the design department's attention because the new Power Stroke wouldn't fit under the old hood. The deep-skirted block, manifolds and circuitous intake plumbing took up more room than the previous engines. Stylists came up with a taller clam-shell hood to make room. A new two-bar grill, light assemblies and fenders finish off the handsome new schnoz.

Looking over the rest of the truck, if it weren't for the new-for-2011 wheels (sized from 17 to 20 inches), one would be hard-pressed to tell a new Super Duty from old. When asked why the F-150's stylish tailgate wasn't simply bolted onto the Super Duty, we learned that the big truck's bed is a different size.

Compared the 2010 Dodge Ram HD, especially those fitted with dual rear wheels, the new Ford looks like an antique with a Monroney label. The Ram's sleek fenders make it look veritably svelte by comparison.

In the cab
Like the exterior, the interior received some attention, but nothing close to a full redesign. The Super Duty's interior looks like it's heavy duty, and carries over the high-quality materials, finishes and general function that impressed us on the previous generation.

Important upgrades include use of the comfortable F-150 seats (with available heating and cooling), a new center console design that can be configured dozens of ways, and a new 4.2-inch LCD screen positioned between the speedo and tach. The screen comes standard on the XLT and King Ranch, and provides much useful info about fuel economy, off-road hardware and towing. A five-button controller similar to that used on the new MyFord Touch system brings the system to life. The Ford Work Solutions package also continues to be an option.

In models with rear seats, flipping up the bottom cushion reveals a new cab-wide, lockable storage area. Accessing the storage, however, revealed how much easier the GM pickup rear-seat cushions flip up. The former requires two hands (one to flip after the other flips a lever), while the latter is a true one-handed operation.

Bragging points
Because guys like to brag about their tools, here are some facts that 2011 Ford Super Duty owners will relish: The F-250 can tow up to 14,000 pounds, half a ton more than the current Dodge and GM HD models. The big F-450 can handle up to a 24,400-pound trailer. This is 4,400 pounds more than the closest GM and nearly three tons more than the Dodge HD.

The comparisons continue in Ford's favor regarding payload. This seems all the more remarkable given that the Super Duty's frame is generally a carryover piece. Engineers felt it was strong enough as it was.

On the road
What do you normally get when you put three tons in motion on heavy-duty tires and attempt to control it with a recirculating-ball steering system? For those who enjoy driving, the resulting experience usually isn't pleasant. While the Super Duty isn't a Shelby GT 500, it's certainly way better than what heavy duty trucks used to be like.

What's so remarkable about the new Super Duty is that it drives as easily as today's best light-duty pickups. Much of the credit goes to new steering component geometry and some new bits Ford worked into the 2011 upgrade. Whereas previous Super Duty models had some slop in the steering on center, the new truck steers more precisely and with better response and feel. Body pitch and roll are also well controlled.

Regardless of powertrain, the cab is passenger car hushed. Even with the diesel chugging up a hill on boost, there's never a need to talk over the engine noise. We drove a Dodge Ram HD diesel back-to-back with a comparable Ford and found the Super Duty to be considerably quieter. Even more important was the lack of resonance and vibration felt in the cab compared to the Dodge. We'll have to see how the new GM Heavy Duty models stack up when they arrive later this year, because the bar is set high.

We spent most of our time driving crew cab models and even unladen, they rode smoothly. With half a ton in the bed, the ride was downright supple. The trucks weren't particularly quick by car standards, but they weren't slow either. These types of vehicles tend to gather speed as opposed to explode off the line. On the diesels, there was never any perceptible turbo lag.

Features like trailer sway control and electronic stability control systems add peace of mind. Curiously, similar features are not yet available on the Dodge, but should come along for 2011. Ford has offered them for years.

Sitting up high in the Super Duty models, the feeling of invincibility figuratively overcomes the pilot. With the diesel on boil, there seems like there's little this truck couldn't drive through or over. More than 80 percent of Super Duty models are equipped with four-wheel drive. The electronically locking rear differential we've already seen on the Raptor is now available. As we experienced on a rough off-road course, the grip it adds is considerable.

Hill Decent Control is another feature we first saw on the Raptor. Think of it as low-speed cruise control for when you're driving down the side of a mountain and there's no road. After you edge the nose down the grade, tap the brakes at the speed you'd like to go and electronic magicians take care of the rest. The feature works up to 20 mph and is a huge confidence booster to novice off-roaders.

Ford is also holding the line on Super Duty pricing. The MSRP of a showroom-equipped 2011 F-250 XLT Crew Cab 4x4 diesel is priced the same as a 2010 model. Expect to see all four trim levels (XL, XLT, Lariat and King Ranch) in dealers this spring.

If this were the 1990s and fuel were cheaper than bottled water, some people might be tempted to buy a new Super Duty to be their driveway truck. It's certainly comfortable enough to be driven every day, even if your destination isn't a quarry, factory or construction site. But fuel isn't that cheap anymore.

FORD SWEEPS N.A. CAR AND TRUCK OF THE YEAR AWARDS

* Ford swept the North American Car and Truck of the Year awards today at the North American International Auto Show (NAIAS), winning both prestigious awards for the
2010 Ford Fusion Hybrid and the 2010 Ford Transit Connect, respectively
* It is the third time in 17 years that one manufacturer has won both awards
* The Ford Fusion Hybrid is America's most fuel-efficient midsize sedan with an EPA-estimated 41 mpg rating in the city and 36 mpg on the highway, topping the Toyota Camry hybrid by 8 mpg in the city and 2 mpg on the highway
* The Transit Connect is an industry-exclusive vehicle developed to be a smart new choice for small business owners; it offers double the fuel economy of full-size vans, generous and accessible cargo space, and the agility and maneuverability to operate in crowded urban areas

DETROIT, Jan. 11, 2010 – Ford Motor Company scored a historic doubleheader today, capturing both the North American Car of the Year and North American Truck of the Year awards for the 2010 Ford Fusion Hybrid and 2010 Ford Transit Connect, respectively, at the North American International Auto Show (NAIAS). It is only the third time in 17 years that one manufacturer has won both titles.
"Winning both of these prestigious awards is confirmation that the ONE Ford plan is working, delivering industry-leading products for our customers," said Mark Fields, president of
The Americas.
The North American Car and Truck of the Year awards recognize vehicles based on factors including innovation, design, safety, handling, driver satisfaction and value for the dollar. A jury of 49 automotive journalists in the United States and Canada vote for the vehicles, which must be "all-new" or "substantially changed" from the previous model to qualify for the award.

The Fusion Hybrid edged out finalists including the Buick LaCrosse and Volkswagen Golf/GTI to win the North American Car of the Year award. It is the fourth hybrid vehicle in 17 years to win recognition as North American Car (or Truck) of the Year. It also is the second hybrid win for Ford – the most hybrid wins for any automaker. The Ford Escape Hybrid was named North American Truck of the Year in 2005.

The Transit Connect bested finalists including the Chevrolet Equinox and Subaru Outback to win the North American Truck of the Year award. It is the sixth Ford truck to win the award – the most wins of any automaker in the 17-year history of the awards program. It also is the second year in a row that Ford has captured the title. Last year, top honors went to the 2009 Ford F-150.
Fusion Hybrid a winner out of the gate
The North American Car of the Year award is the latest in an impressive string of awards and accolades for the Fusion Hybrid. Most recently, the vehicle was honored as CAR and DRIVER Magazine's "10Best" Cars for 2010, one of AUTOMOBILE Magazine's 2010 All-Stars, and the entire Fusion lineup captured the acclaimed MOTOR TREND Car of the Year® award.
The all-new Fusion Hybrid arrived in dealers in March, complete with a powertrain system that combines the best attributes of the gasoline engine and electric battery-driven motors to deliver the optimal experience for the customer in terms of driving performance and fuel economy. The Fusion Hybrid also offers drivers a way to be more connected to the hybrid driving experience thanks to Ford's SmartGauge™ with EcoGuide, a unique instrument cluster execution that helps coach them on how to optimize the performance of their hybrid.
Other class-exclusive technologies and features that set the Fusion Hybrid apart from the competition include Blind Spot Information System (BLIS®), Ford SYNC®, SIRIUS Travel Link™ and more total passenger and luggage capacity than the Toyota Camry.
Despite the slump in overall industry sales, 2009 was a record-breaking year for the Ford Fusion. Sales are at an all-time high, with the Fusion Hybrid accounting for almost 20 percent of total Fusion retail sales. Perhaps even more significant, more than 60 percent of Fusion Hybrid sales have been to customers coming from import brands – mostly Toyota and Honda.

Awards and accolades for the 2010 Ford Fusion Hybrid include:
* MOTOR TREND Car of the Year Award
* One of CAR and DRIVER Magazine's "10Best" Cars for 2010
* One of AUTOMOBILE Magazine's 2010 All-Stars
* 2009 "Top Safety Pick" rating from the Insurance Institute for Highway Safety
* 2009 Ward's Interior of the Year Special Achievement Award for Best Graphic Display for SmartGauge with EcoGuide digital instrument cluster
* Great Car for the Long-haul Salesman by Kelley Blue Book kbb.com
* One of America's Top 40 New Cars by MOTOR TREND magazine
* Rated the No. 1 Hybrid Family Sedan by CAR and DRIVER in a recent comparison test by the magazine
* 2009 and 2010 Editors Choice for Fuel Sipper by CAR and DRIVER Magazine
* Best Hybrid for the Money in the Midsize Car segment by cars.com
* One of 2009 Top 10 Green Cars by Kelley Blue Book kbb.com
* The Detroit News Readers' Choice Award for "Best Value"
* 2010 Consumers Digest Best Buy
* Detroit Free Press 2010 Car of the Year
* 2010 Most Environmentally Progressive Car of the Year by Earth, Wind & Power
* 10 Best Engine by Ward's Auto World

The 2010 Fusion Hybrid is built at Ford's Hermosillo (Mexico) Stamping and Assembly Plant.
Transit Connect fills unmet needs of small businesses and fleets
The Transit Connect was brought to the U.S. to fulfill the unmet needs of small business owners and entrepreneurs, offering them a new vehicle choice with significantly improved fuel economy, generous and accessible cargo space, and the agility and maneuverability to operate in crowded urban areas.

Powered by a 2.0-liter I-4 engine with a four-speed automatic overdrive transmission, the
Transit Connect offers double the fuel economy of full-size vans, delivering an EPA-estimated 22 mpg city and 25 mpg highway.
The Transit Connect also has more than double the cargo-carrying capacity of the Chevrolet HHR Panel, making it suitable for a broader range of commercial-use applications. And it offers commercial users a cargo payload of up to 1,600 pounds – a larger payload than the full-size Dodge Ram 1500 standard-cab short-box pickup truck.

The Transit Connect also is available with the industry-exclusive Ford Work Solutions™, a suite of affordable technologies that provides customers with connectivity, flexibility, visibility and security to better run key aspects of their business.
On Transit Connect, Ford Work Solutions delivers three innovative features:

* A wireless in-dash computer that provides full high-speed Internet access, Bluetooth-enabled hands-free calling and navigation. The system also allows customers to print invoices, check inventories and access documents stored on their home or office computer networks right on the job site. * Tool Link™, a Radio-Frequency Identification (RFID) asset tracking system that enables customers to maintain detailed real-time inventory of the tools or equipment.
* Crew Chief™, a fleet tracking, telematics and diagnostics system that provides dynamic location and performance data fleet owners need to more efficiently manage their vehicles, quickly dispatch workers to job sites, monitor driver performance for safety and economy, and keep detailed vehicle maintenance records.

Awards and accolades for the 2010 Ford Transit Connect include:

* 2010 Editors Choice for Vans by CAR and DRIVER Magazine
* Detroit Free Press 2010 Truck of the Year
* The Detroit News 2010 Truck of the Year
* 2010 Popular Mechanics Automotive Excellence Award for Best Workhorse Vehicle
* A Great Car for the Small Business Delivery/Utility Worker by Kelley Blue Book kbb.com

The 2010 Ford Transit Connect is built at the Ford Otosan Kocaeli Plant in Kocaeli, Turkey.

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Against the wishes of Ford Motor Company, a couple of critical details of the 2011 Mustang have been posted on various social networking sites.

We're happy to tell you that the 2011 GT model will be powered by a 5.0-liter making a rumored 412 horsepower. More details are on the way.

Wayne Gerdes - CleanMPG - Dec. 17, 2009

A quick overview of Ford’s Noise Vision System. 

Impressive but when the 2011 Ford Fiesta hits the streets; it will be the quietist B-Class sized vehicle on the road. It will be quieter than the Civic, Insight, Corolla and Prius!

Third-party research shows Ford customer satisfaction with interior quietness now far surpasses Asian rivals, and that Ford vehicles have fewer wind noise, squeak and rattle issues than any other volume automaker.

The new global Fiesta, headed for the U.S. in 2010, is not only quieter than the leading B-cars, but also quieter than the leading C-cars in both wind noise and rough road surface comparison tests conducted by Ford engineers.

Key to Ford’s success in crafting quiet cabins is the use of everything from traditional wind tunnels to sophisticated virtual reality tools to identify and eliminate unwanted sounds.

The competition among automakers to engineer the quietest vehicles on the road is increasing as interior noise becomes an ever more important factor for customers. More than 80 percent of new vehicle buyers rated quietness as very important in New Vehicle Consumer Survey’s. Ford has higher interior quietness customer satisfaction scores than their Asian competitors, including Toyota and Honda, according to the RDA Global Quality Research System (GQRS) surveys.

“Customers connect a quiet cabin with a quality vehicle, and we know that,” said Derrick Kuzak, group vice president, Global Product Development. “Step by step, we’re gaining in quality; we’re now on par with Toyota and Honda. And the strides we’re making in interior quietness are all part of the game plan.”

It’s the materials

The process for designing a quiet vehicle starts from the outside in. Ford engineers stiffen parts of the vehicle, strategically mount engines, and tune the rear suspension to reduce vibration. This can contribute to a quieter and more refined sound for a sedan like Fusion or Taurus, or a sportier and more powerful ride for vehicles like the Mustang or F-150.

Advancements in materials, such as expandable foam pellets strategically placed in the doors, headliner and pillars, can improve sound-deadening efficiency by up to 20 percent. Interiors are further quieted with hood insulators, inner and outer dash absorbers, sound-absorbing carpet, improved ceiling baffles, additional sound absorption in the trunk, and new interior and headliner materials.

Other ways Ford engineers have built interior quietness into the 2010 lineup include:

Acoustic laminated windshields that feature a layer of sound-absorbent vinyl sandwiched between two sheets of glass.
Improved body/door sealing to reduce wind noise.
Expandable stuffers in the fenders and pillars.
Constrained layer damping material on the entire floor to reduce road noise, especially generated by the tires.
A retuned air induction system for a more refined powertrain sound.
All-new acoustic headliners to further deaden interior noise.

Tools of the trade

But structural changes and advanced materials are only part of the interior quietness story. The other involves Ford’s innovative use of advanced, proprietary technology that allows its engineers to identify and eliminate unwanted interior sounds.

By the sounds of it, Ford is doing everything so right ;-)

Ford is the first automaker in North America to use the new tool dubbed “Noise Vision,” which allows engineers to actually see unwanted sounds and eliminate them during vehicle development. The company began using Noise Vision – formally known as the Noise Source Identification Tool – to develop new vehicles for the 2010 model year.

Noise Vision consists of a small sphere that is placed inside the vehicle cabin, equipped with more than 30 highly sensitive microphones and special cameras. Powerful software reads data from Noise Vision and creates a computerized image showing interior noise “hot spots,” including wind noise, squeaks, rattles or unwanted feedback from the engine or road.

“The key to world-class quietness is to pinpoint the source and location of every unwanted sound, no matter how subtle it is,” said Bill Gulker, Ford’s leader of Wind Noise Engineering. “Noise Vision already is paying off for Ford, with the new 2010 Taurus, Fusion, Flex and F-150 achieving the quietest interiors in their class.”

The high-tech tool is similar to thermal imaging used for military work and medical research, and it streamlines what used to be a long, tedious process – helping Ford save both time and money. In the past year alone, the technology has allowed Ford’s NVH (noise, vibration and harshness) engineers to eliminate 200 hours of wind tunnel testing time.

Another Ford-exclusive technology saving time and money is the Virtual Vehicle Sound Simulator, which calibrates cabin sound in a virtual world and reduces the need for real-world testing.

The Virtual Vehicle Sound Simulator is an audio technology that allows engineers to predict sounds based on digital drawings of the vehicle and then combine those sounds into a realistic simulation. For the first time, engineers can hear what a vehicle would sound like under different road conditions, at various speeds, and in a range of gear and throttle conditions as the simulated vehicle shifts, accelerates and decelerates. Engineers also can gather consumer feedback – ultimately providing sounds that are more appealing to customers.

“We strive to continuously stay on the cutting edge of technology to find the most innovative ways to bring the highest-quality vehicles to our customers,” said Kuzak. “We look at every angle, every method, to find ways to improve.”

If any of you have not ridden in a Fusion Hybrid, do so and you can see where Ford’s “Quiet technology” meets the road.

Ever since we first got a ride in the Raptor last November, jumping has been the unseen pinnacle to the off-road super truck's performance. With 11.2 inches of suspension travel up front from incredibly heavy duty triple internal bypass Fox Racing shocks, an increased approach angle and beefy front bash plate we knew it was possible, but liability concerns kept Ford from showing anything beyond the limits of the suspension's extension. Then we drove the Raptor in Anza Borrego and, while we did achieve launch velocity, we were prevented from photographing it.
But, handed the keys to a bright orange super truck for the weekend and armed with a pass to drive on Montauk's beaches, we suffered no such restriction. The only problem now was finding a suitable jump location.

That location needed to meet a few critical criteria. The first and most obvious was the need for a ramp. A suitable one needed to sit at such an angle that it'd launch the Raptor into the air at a relatively sane speed. But some speed (probably somewhere between 30 and 50 MPH) was still needed, so a good couple hundred yards of run up was also required. Of course, all things that go up must come down, creating our biggest concern, the landing. Being relatively unfamiliar with the truck, we couldn't be sure how it'd behave while jumping, so we wanted a large, flat, soft landing area free of debris or anything that could either puncture a tire or possibly even the radiator or oil pan should either get a little too close to the ground.

Finding an ideal location proved harder than initially thought. In fact, it took two days of exploring the easterly tip of Long Island's beaches and surprising abundance of trails to find something approaching suitability. Of course, it turned out the ramp we needed was located at the entrance to the beach we first took, we just need to look at it right to see the possibility. You see, in addition to capability, the Raptor is also equipped with limitations.

As a stock, showroom-available vehicle, the Raptor has to make a few necessary concessions to things like reliability, user-friendliness and yes, the dreaded legal liability a company the size of Ford is desperate to avoid. Surprisingly, it's not the any of those that labor the Raptor with its only real restriction. The tires, bespoke Bridgestone K0's designed to work well on-road and off up to the limited 100 MPH top speed, are still able to find adequate grip even in feet-deep soft sand. The stability control is fully-defeatable, defying Ford's liability nazis. No, the problem with the Raptor isn't any of the restrictions conventional wisdom dictates would be included on a truck that comes with a warranty, it's the restriction SVT's engineers had to shoulder in the name of keeping costs low (the Raptor carries only a $2,900 premium over an F-150 FX4). The biggest problem with the Raptor is the damn gearbox.

Let's let one of SVT's own engineers explain this:

When in Drive (or "D"), the transmission will shift down under load, then the tires will start to spin rapidly causing the transmission to up shift as the engine RPM gets high, once the transmission up shifts the torque at the wheels goes down and the engine "bogs", then the transmission down shifts and the whole cycle starts over again.

Ford plans to correct this issue with the 6.2-liter Raptor coming out next year.

We'd originally dismissed this jump location because the Raptor couldn't carry adequate speed through the soft sand of the approach road. Even hitting the 50-yard long soft spot at speed simply resulted in bogging down. It's not like the Raptor would get stuck, it just shed all its speed. But, two days of driving back and forth over that sand had compressed it enough that hitting it at 50 MPH only resulted in slowing to about 30. Still enough to catch air. Thus the pictures you see here were captured. Anti-climatic? You bet. All this work and we're neither the first to bring you a shot of the Raptor in mid-air, nor can we bring you the highest jump. So it's lucky that spending two days searching for a ramp wasn't a total waste, driving the Raptor on a beach is hilarious good fun.

Despite the tendency of the transmission to occasionally do exactly what you don't want it to do, the Raptor will still run through soft sand at incredibly high speed. We saw 85 MPH before we had to slow for some boulders. They were about the only objects capable of stopping the Raptor, even the numerous foot-deep furrows we'd carved in the sand with 48 hours worth of donuts failed to translate into huge bumps in the cabin or stop the truck from tracking straight. In comparison, a dirt bike I had out here a couple of weeks ago couldn't hit more than about 20 MPH in the same conditions and I fell over, a lot.

It's easy to get flippant about the Raptor's capabilities in the absence of comparison. It just takes everything you throw at it in stride. Can it slide horizontally into and over a foot-high ledge without flipping? Yes, I can definitively state that it can. Thank the 7-inch wider track for that. Can it drive through the ocean up to its doors without losing traction, swallowing water or flooding the cabin? Test completed successfully. Can it walk itself out of deep sand after you bury it up to the axles? Easily. I never would have tried any of those things in another pickup or SUV.

The fact that the Raptor did all that, then carried me and a back seat full of friends back to the city in luxurious comfort is the reason we named it one of Jalopnik's Best 10 Cars Of The Decade. If Ford really is able to cure the only real flaw in the Raptor's recipe - the stupid, stupid, stupid gearbox - then we might just have to invent some new plaudits to hang around the super trucks bright red neck.

Photography credit: Kerry Pierno

Send an email to Wes Siler, the author of this post, at wes@jalopnik.com.

According to the latest report from the Environmental Protection Agency, Ford has scored the biggest improvement in combined fuel economy of any major carmaker over the last five years. Between 2005 and 2009, Ford improved its fleet average by nearly 20 percent – almost twice as much as any other company. While Ford certainly made a lot of incremental improvements in the efficiency of its vehicles over that period, that wasn't the only factor.

Ford has made actual improvements, as well, however, including the introduction of the Escape Hybrid and the roll out of six-speed transmissions. The next five years should see even bigger gains as Ford deploys millions of EcoBoost engines, battery electric vehicles and plug-in hybrids. Ford's official press release is after the jump.

PRESS RELEASE:

FORD LEADS THE INDUSTRY ON FUEL ECONOMY IMPROVEMENT, DRIVEN BY POWERTRAIN ADVANCEMENTS

* Ford Motor Company records the largest increase in fuel economy gains and CO2 emission reductions over the past five years, according to Environmental Protection Agency
* Incremental engineering solutions – ranging from aerodynamic enhancements and weight reduction to energy management and mechanical improvements – have significantly contributed to Ford's fuel economy gains
* EcoBoost, the cornerstone of Ford's sustainability strategy, debuted in 2009 with a strong take rate; 2010 marks introduction of four-cylinder EcoBoost
* Ford to deliver 30 new powertrains over next two years to increase fuel efficiency
* Ford brings battery system design and development in house as part of core competency to meet aggressive electrification strategy; on target to deliver new electrified products to market

DEARBORN, Mich., Dec. 17, 2009 – The Blue Oval is on a 'green' streak.

Ford Motor Company has improved in fuel economy more than any other major automaker since 2004, according to a recent report by the U.S. Environmental Protection Agency. The EPA rated Ford's combined car and truck fuel economy improvement at nearly 20 percent, almost double the next closest competitor.

Ford credits its recent gains in fuel economy in part to its introduction of the Ford Escape and Mercury Mariner hybrids and numerous incremental aerodynamic, mechanical, energy management and weight-saving improvements across its vehicle lineup. Going forward, it expects the 2009 introduction of the Ford Fusion and Mercury Milan hybrids and its fuel-efficient EcoBoost engines to further improve its fleet-wide fuel economy.

Dramatic fuel efficiency improvement is evident throughout Ford's vehicle lineup – from cars and crossovers to sport utilities and trucks. Depending on powertrain specifications, the 2010 Fusion, Fusion Hybrid, Escape Hybrid, Taurus SHO, Flex, F-Series and Transit Connect offer best-in-class or unsurpassed fuel economy. The same can be said of the 2010 Lincoln MKS and MKT and Navigator, Mercury Milan Hybrid and Mariner Hybrid.

Ford expects to see its overall fuel economy continue to rise in 2010 with the introduction of the 2011 Ford Fiesta and redesigned 2011 Ford Focus – both high-mileage small cars.

"2009 has been a breakthrough year for Ford, leading with the launch of EcoBoost and the introduction of new products that will result in further improvement in 2010," said Sue Cischke, group vice president, Sustainability, Environment and Safety Engineering. "Our commitment to delivering affordable, fuel-efficient vehicles for millions has never been stronger or better demonstrated."

Not only is the improved fuel efficiency good for customers' wallets, it benefits the environment as well. As a result of the boost, Ford lowered its tailpipe CO₂ emissions more than any other automaker with a fleet-wide average of 434 grams per mile – 37 grams lower than its 2007 total and 25 grams lower than 2008.

A powerful difference maker
The fuel efficiency of the 2010 Ford Fusion improved 21 percent over the 2009 model, jumping from 28 mpg to 34 mpg in highway driving, and leap-frogging the competition. Powertrain improvements were a big difference maker. Fusion and other new models benefit from the introduction of Ford's new six-speed transmission, which offers a wider gear span than four-speed transmissions.

The six-speed allowed Ford's engineers the flexibility to tune the powertrain for greater responsiveness in low gears and better fuel economy in the taller gears. The new double-overdrive gearbox is designed to contribute up to 4 percent fuel economy improvement. Ford has committed that almost 100 percent of its transmissions will be advanced six-speed gearboxes by 2013.

Ford's EcoBoost breakthrough
This year, Ford introduced its new line of powerful, fuel-efficient EcoBoost engines, available in the Ford Taurus, Ford Flex, Lincoln MKS and Lincoln MKT. Recently honored with a Popular Mechanics' Breakthrough Award, EcoBoost uses gasoline turbocharged direct-injection technology for up to 20 percent better fuel economy, 15 percent fewer CO₂ emissions and superior driving performance versus larger-displacement engines.

On average, nearly one in five buyers of the Taurus, Flex, Lincoln MKS and MKT have opted for EcoBoost since the engine lineup's introduction in August. By 2013, Ford will offer EcoBoost engines in 90 percent of its product lineup with annual volume of vehicles with EcoBoost at 1.3 million globally.

"We are committed to delivering new products with the best fuel economy in every segment in which we compete – driven in large part by substantial advancements in powertrain technology," said Barb Samardzich, vice president, Ford Global Powertrain Engineering. "We are focusing on sustainable technology solutions that can be used not for hundreds or thousands of cars, but for millions of cars, because that is how Ford truly will make a difference."

It's all about incremental improvements
The fact that the 2010 Ford Taurus and 2009 Ford F-150 are up to 12 and 17 percent respectively better on fuel economy than their 2004 predecessors isn't due to one "silver bullet" solution but a host of vehicle enhancements, including aerodynamic refinements, weight efficiency and mechanical improvements.

The progress made by Ford during the past few years reflects an engineering philosophy that every joule of energy gained through incremental improvement is precious. Ford engineers work tirelessly using a systems approach to manage vehicle energy and implement a variety of design and engineering solutions that can each improve fuel economy by 1 percent or more. Taken together, the improvements help deliver significant savings for consumers at the pump.

Aerodynamics
The ease with which a vehicle moves through air greatly influences its fuel efficiency. Ford engineers use sophisticated computer modeling and wind tunnel testing to painstakingly tweak vehicle designs millimeter by millimeter to get the best possible aerodynamics without losing sight of the designers' original vision. The energy saving can be significant. A 10 percent reduction in aerodynamic drag increases fuel economy by approximately 1 percent for cars and approximately 2 percent for trucks with conventional internal combustion engines.

The 2010 Fusion, Mercury Milan and Lincoln MKZ are 5 percent more efficient than outgoing models in terms of drag coefficient, which measures the force that pulls a vehicle back when it is moving. The Fusion S leads the group with a segment-topping 34 mpg highway rating, in part because it is 8 percent more aerodynamically efficient than the outgoing model.

Weight reduction
Reducing vehicle weight also is a critical part of fuel economy improvement. For every 10 percent reduction in weight, fuel consumption is estimated to improve by 3 percent. According to a recent study, replacing heavier materials with lightweight materials is nearly as important as hybrid technology for automakers to meet the expected increase in the One National Program regulations by 2016.

Ford increasingly uses light-gauge, high-strength steel and lightweight materials such as aluminum and magnesium to meet weight reduction goals ranging from 250 to as much as 750 pounds. In turn, weight savings in body and structural materials allow for the use of smaller-displacement engines and lighter-weight suspensions and chassis components.

The Fusion team eliminated 125 pounds for the S-Series fuel economy leader. The size of the radiator, for example, has been reduced in size by one-third with no degradation in performance. Also, 16-inch aluminum wheels and low-rolling resistance tires help aid aerodynamics while still delivering top performance.

Energy management
Ford is eliminating energy waste in every vehicle system, including power steering. Ford's new Electric Power Assist Steering (EPAS) can improve fuel economy up to 3 percent, while reducing CO₂ emissions and enhancing steering performance. EPAS saves fuel primarily because the steering system is powered by an electric motor connected to the vehicle's battery, as opposed to engine-mounted hydraulic pump steering systems. By 2012 Ford plans to fit nearly 90 percent of the Ford, Lincoln and Mercury lineup with EPAS.

"While we are implementing our near-, mid- and long-term plans, we are continuing to achieve efficiencies throughout the vehicle in areas that can quickly lead to fuel economy improvement today," said Derrick Kuzak, Ford's group vice president of Global Product Development. "Whether we're reducing wind drag, eliminating engine-driven power steering pumps or switching to low-friction engine oil, this attention to every detail and these small improvements collectively deliver significant fuel economy gains for our customers."

A new frontier of electric vehicles
In 2009, Ford launched an aggressive plan to bring pure battery-electric vehicles, next-generation lithium-ion battery powered hybrids and a plug-in hybrid to market quickly and more affordably during the next four years. The vehicles include:

• Transit Connect battery-electric commercial van in 2010
• Focus Electric passenger car in 2011
• Next-generation hybrid vehicle in 2012
• Plug-in hybrid in 2012

These new vehicles pave the way for additional applications in the future, using Ford's high-volume global small car and midsize car platforms. The use of global platforms showcases Ford's ability to develop products with worldwide market opportunities in mind. Powering the company's electrification drive is its ONE Ford global product vision.

As part of Ford's electrification plan, it will bring battery system design, development and manufacturing in house as a core competency in support of the development of its next-generation hybrid vehicle in 2012. This underscores Ford's commitment and belief in the growth potential for electrified transportation. Ford will continue to work with supplier Johnson Controls-Saft on the design and development of battery cells and packs for Ford's PHEV that also launches in 2012.

"Next-generation hybrids, plug-in hybrids and pure battery-powered vehicles are the logical next steps in our pursuit of greater fuel economy and sustainability," said Nancy Gioia, Ford director of Global Electrification. "A growing number of consumers want that kind of choice, and we want to be in a position to deliver it to them across multiple vehicle categories."

Take Classic Ford on the road with you.  Browse our website with an iPhone, BlackBerry, or any other SmartPhone and enjoy an mobile phone optimized site that loads quickly and navigates easily.

Ford Motor Company has had a long relationship with Japan's Mazda, and the two automakers have shared technology, manufacturing and automobile platforms for decades now. That, however, may soon come to an end.
Ford has signaled its intention to design and manufacture by itself in the future. This isn't necessarily bad for Ford, but it's a crush to Mazda.

Here is an excellent list put together by Cars.com detailing the top sellers for the month of May 2009.  Since gas prices had trended lower, the domestic trucks have reclaimed the 2 top spots - but the Camry is approaching fast.  The Civic typically outsells the Accord, but lower gas prices have changed that as well. 

This list still reminds us that we love our trucks!

1.) Ford F-Series: 33,381
2.) Chevy Silverado: 31,463
3.) Toyota Camry: 31,325
4.) Toyota Corolla: 23,576
5.) Honda Accord: 22,597
6.) Honda Civic: 20,723
7.) Ford Fusion: 19,786
8.) Chevy Impala: 18,709
9.) Nissan Altima: 18,408
10.) Ford Escape: 16,391