2011 Ford F-150 Raptor SupperCrew

Ford struck its competitors hard when it introduced the 2010 F-150 SVT Raptor SuperCab, calling it the “first-ever, high-speed, off-road performance truck.” With its wide stance and 133-inch wheelbase, not to mention the blacked-out grille and bold graphics, the Raptor had a look all its own, and it excited passions among truck enthusiasts. Some 8614 Raptors sold in 2010, and sales are off to a strong start this year.

But there’s room to quite literally expand the model. The new 2011 F-150 Raptor SuperCrew has a 145.2-inch wheelbase, gaining 12 inches over the SuperCab. All the extra length goes into the second row, where three rear passengers enjoy 43.5 inches of legroom. A 5.5-foot cargo box trails behind. Maximum towing capacity jumps from 6000 to 8000 pounds.

It would have been too obvious to introduce the Raptor SuperCrew in the desert. To emphasize the point that the brawny Raptor SuperCrew is more than a factory-ready Baja pre-runner, Ford chose the Smithers Winter Test Center, in Michigan’s Upper Peninsula, for the press preview. Fresh snow ensured a divertingly low coefficient of friction. While there were no opportunities to fully flex the long-travel suspension (11.2 in/12.1 in f/r) — neither jumps nor whoop-de-do’s were included — all sorts of other tomfoolery was possible and it became pretty apparent that the engineers have worked out the best compromises in chassis and suspension development. In short, they’ve taught the foxtrot to a pachyderm.

Masked bandit look

The Raptor SuperCrew clearly announces its uniqueness, establishing a much different look from the F-150. The blacked out grille spells the Ford name in bold letters. Black 17-inch wheels wear 315-millimeter-wide, 35-inch-tall B.F. Goodrich off-road tires. The Raptor series is the first OEM application for Fox shocks, whose presence is quite apparent through small openings in the front bumper and under the black fender flares at the rear. An optional matte-black graphic emblazoned with the Raptor name covers the hood, reducing glare. The hood’s nostrils and the front fenders’ vents provide enough outlets so that you can all but hear the truck snorting. For the cargo box, the optional “digital mud” graphic has so far been chosen by 43 percent of buyers.

Choose classically handsome or garishly bright interior

The standard interior includes exceptionally well-bolstered front seats trimmed with handsome black leather. The optional package adds orange seat and door inserts front and rear as well as matching dashboard and center-console trim. We didn’t sample this, but found ourselves satisfied with the black and silver and wondering whether the orange wouldn’t seem somewhat lurid after a few years. Beautiful chrome accents flourish on the shifter and center-console cupholders. The second row may be comfortable, but it lacks amenities like a foldable center armrest with integrated cupholders. The seat bottoms flip up in one easy motion to increase storage. Then they release with one pull of a handle and drop back down..

‘Productivity’ can be measured and displayed

In addition to the large centrally mounted display screen, the Raptor SuperCrew features a new 4.2-inch “productivity” screen between the tachometer and speedometer. With buttons on the lower left of the steering wheel, the driver selects from various menus that convey information about off-road and towing performance. For example, the front wheels’ turn angle can be precisely dialed in for crawling, with a corresponding graphic clearly conveying the information. Differential locking functions are another menu item.

The bigger V-8 is now standard

All Raptors now come with the 6.2-liter SOHC dual-spark V-8, as the original standard 5.4-liter V-8 has been dropped from the lineup. Putting out 411 hp and 434 lb-ft thanks to a unique cam profile and bespoke tuning, the engine smoothly connives with the six-speed automatic to make the 6200-lb brute to get up and move out. Plenty of torque is on tap, no matter what ratio is chosen. The subject of using the manual mode for changing gears is a bit of a sore point, though, for instead of being able to slot the shifter into a dedicated track and using push/pull to change gears, you have to mess with a toggle switch on the shift lever. On the other hand, you have to credit Ford with getting it right on the traction control. One push of a button changes the AdvanceTrac to a sport mode that keeps you from being sloppy but lets you throttle-steer this 232.1-in giant at will. We were impressed with how well the Raptor SuperCrew got through a slalom course under very slick (read: hilariously entertaining) conditions. Feedback from the superb, hydraulically assisted steering makes one glad Ford didn’t go with an electrically boosted system.

The essence of a sport truck

Indeed, all the recalibrations of chassis and suspension to accommodate the Raptor SuperCrew’s extra length and weight (200 pounds) pays off in an extremely well-mannered rig that handles with complete predictably. Before long, you forget about the bulk and just delight in the responsiveness, shaving ever closer and closer to the cones in the slalom. Body roll also is well managed. The Smithers facility included a 1.4-mile road course — loose snow atop bare ground — that proved the Raptor SuperCrew’s relative nimbleness. With the engine bellowing stoutly, you could power out of the turns with the tail slightly out, always confidently feeling the edge. And with such wide tires, it’s an edge that’s not easily reached. Leaving Smithers for Sault Sainte Marie over patched Upper Peninsula highways, you find the ride is almost cushy. The truck tracks straight and doesn’t wallow. And there’s no chassis flex or rattling of the cargo box.

Transcending the Crotch-Grab

Big, bold, and exciting, the Raptor SuperCrew combines a plethora of off-road design cues for a singular appearance. And it has the performance and capability to match. Yes, it’s expensive at $45,290 including destination charges. Ford doesn’t have to release fuel economy figures because of the truck’s weight, but you know it’s going to be a crotch-grabber. But to those in the know, it’s extremely desirable and even — in the opinion of one truck magazine editor at the preview — collectible…

Ford F-150 SVT Raptor SuperCrew

Base Price: $45,290
As Tested: $51,645

Powertrain
Engine: 6.2-liter SOHC 16-valve V-8
Horsepower: 411 hp @5500 rpm
Torque: 434 lb-ft at 4500 rpm
Transmission: 6-speed automatic with overdrive and tow/haul mode
Drive: Two- or four-wheel

Measurements 
L x W x H: 232.1 x 86.3 x 78.4
Legroom F/R: 41.4/43.5
Headroom F/R: 41.0/40.3
Curb Weight: 6200 lb

2011 Ford Ranger

At the 2010 Australian International Motor Show in October, FoMoCo will take the covers off of the new next-generation Ford Ranger, a compact pickup developed in Australia for sale in 180 global market – except the United States and Canada.

“Australia has played a leading role in the development of this latest global Ford product,” said Joe Hinrichs, president, Ford Asia Pacific and Africa. “Ranger is symbolic of how our great product development capability is being leveraged by the ONE Ford plan like never before.”

While no technical specs have been released, Ford says the new Ranger will return “impressive gains in power and fuel economy.” All we’re getting today is this teaser of the grille.
So why no love for the U.S. market?

“There are no plans for that at this time,” said Derrick Kuzak, Ford’s group vice president of global product development. The new Ranger is our global compact pickup truck that serves the world. It’s an all-new truck with new powertrains that promise truck leadership in markets outside of North America.”

Basically Ford feels that the F-150 lineup is strong enough and the Ranger would only eat up sales of its best-selling model

2012 Ford Ranger Pickup Truck

The all-new Ford Ranger pickup truck which makes its worldwide debut at this week’s Australian International Motor Show in Sydney. Like an old model, Ford’s new Ranger was developed in cooperation with Mazda, which will also unveil its version called the BT-50 in Sydney.

The new Ford Ranger moves a step closer to passenger cars in terms of styling, interior appointments as well as technology features. It will be available in three different cab body styles, 4×2 and 4×4 drivetrains, two ride heights and four series choices.

It is powered by a line of two new common rail Duratorq TDCi diesels, a 2.2-liter TDCi four-cylinder engine with 150HP, or a 3.2-liter TDCi inline-five rated at 200HP, and new six-speed automatic and manual transmissions.

The Ranger’s 4WD models are equipped with an electronically controlled transfer case that allows drivers to shift from 4×2 to 4×4 through an electronic switch located on the console, while low range gearing can also be enabled.

All Ranger models will come equipped with a new Electronic Stability Program (ESP) system that includes four-wheel traction control, yaw control and roll-over mitigation, as standard. Other new technologies include Rear Park Assist and new Rearview Camera system.

The new Ford Ranger will be built at three sites, sales scheduled to begin next summer. Ford said it is also planning to manufacture the new pickup truck at its plants in Argentina and South Africa.

2012 Ford Fiesta ST

For those complaining about the lack of a sportier and more powerful edition of Ford’s latest (global market) Fiesta hatchback, we have some very good news. Our spy photographers have snapped a prototype version of the upcoming Fiesta ST model undergoing testing in Germany.

The three-door test car featured in these photos gets a wilder bodykit with a front apron incorporating a lip spoiler, chunky side skirts, a bigger roof spoiler and a rear diffuser that houses two large exhaust pipes.

The sporty Fiesta also receives darkened headlamps and big alloy wheels, while we can also see a pair of body-hugging bucket seats for the front passengers.

A closer look at the pictures reveal a massive intercooler up front which feeds the ST’s EcoBoost turbocharged four-cylinder engine. At this moment, we don’t know if Ford has opted to fit the Fiesta ST with a 1.6-liter or a 2.0-liter variant of the EcoBoost engine family.

If anyone knows a German website(s) where we can find more information about the car from the license plate number, we (and consequently our readers) would deeply appreciate it.

In any case, expect an output of around 200-horsepower with all those ponies finding their way to the road through the front wheels. Suspension, brake and steering wheel system tweaks should be on the menu also.

Ford has not yet made any official announcements on the Fiesta ST, which may or may not make it on this side of the pond, but expect to see the Polo GTI-rivaling model arriving first in Europe in 2011.

Ford Power Stroke wins Ward’s diesel shootout

Wards Auto has crowned its king of the 2011 diesel pickup engine crowd. The editors pitted the mills in the 2011 Dodge Ram HD, Ford Super Duty and the GMC Sierra Denali HD against each other in one epic battle royale at the Robert Bosch LLC test track, and while each of the three oil-burners did a smart job of hauling payloads and the like, Wards clearly favored one above the rest. The publication said that the powerhouse 6.7-liter turbocharged V8 in the Super Duty was the clear winner, despite being the most expensive of the three engines.

The editors chose the Ford over its competitors because of its ridiculous 800 pound-feet of torque, quietness and effortless towing, even though the 6.6-liter turbocharged Duramax V8 in the GMC produced faster 0-60 times in tests. Interestingly enough, Pickuptrucks.com skipped the Powerstroke in the Super Duty in favor of the Duramax Sierra. Given the obsessively thorough testing by Mike Levine and the rest of the Pickuptrucks.com crew, we’re a little more inclined to agree with those results. Still, you know what they say about opinions and elbows.

2011 Ford Mustang GT

Potentially ruinous. All that work on an impressive new 5.0-liter V8 engine, chassis tweaks and other piecemeal refinements for the 2011 Ford Mustang GT are almost all for naught because of a single glaring issue. What could erase all the gains the Mustang has made for 2011? The answer is nestled between the front seats, and it goes by the name 6R80.

Despite the promise that a smooth-shifting six-speed automatic transmission carries, not to mention the associated fuel economy, the auto ‘box blunts the Mustang’s edge severely. Can the new 5.0-liter V8 and wind in your hair make up for the dulling effect of the Mustang GT Convertible’s transmission?

The 2011 Mustang wears year-old styling that still looks up-to-the-minute fresh. Of course, there are retro cues in the sheetmetal, but the changes to the Mustang’s looks for 2010 deftly separate the newest Mustangs from the 2005-2009 cars. Surfaces are far more sculpted and much more playful with light, and the front-end styling brings a lot of the Shelby GT500 to the everyman’s Mustang. The $34,645 entry point for a V8-powered Mustang convertible is attainable, and the GT Premium Convertible carries SYNC as standard equipment, as well as the Shaker 500 audio system (both options on lower trims), along with interior ambient lighting. The gauges in the GT Premium also get into the chameleon routine with MyColor, and trim detailing dresses up the Premium’s interior with chrome accents and a glossy center stack finish.

With the arrival of the new V8, “5.0″ badges make a return to the Mustang’s flanks after an 18-year absence. The folding soft top on the convertible saves weight and only consumes 3.8 cu. ft. of trunk space, though it does add some buggy-whip anachronism to the Mustang’s otherwise slick profile. Mustang GTs are also quickly identifiable by their grille-mounted foglamps and 18-inch wheels that fit snugly under the boldly flared wheelarches. Awkwardness does creep in around the tapered rear corners, but ponycars are bold, and the 2011 Mustang is no wallflower.

Fine assembly quality is on display both inside and out. Panel gaps are close enough to pass muster in the luxury world, and even without its roof, the Mustang Convertible feels tight, though there is cowl shake on some surfaces and distinctly less body rigidity than the coupe. The interior is much improved over the previous generation, though it won’t be winning any awards for opulence. The cabin is on par with its Chevrolet Camaro and Dodge Challenger competition. The dashboard is made of low-gloss, soft-touch material that presents well and the leather upholstered seats in the GT Premium Convertible we drove are comfortable, if under-bolstered.

Sadly, door panels are cheap-feeling hard plastic and make elbows ache. A power lower cushion and manual backrest adjustment may save weight, but it’s annoying in practice and gives the impression of cost-cutting more than any nod to trimming a few pounds. Taken in context with the rest of its class, however, the Mustang’s interior is well-imagined and functionally excellent. The power-operated convertible top has a rigid front panel that makes it less necessary to wrestle with the tonneau cover, and weather sealing is good. Predictably, noise is up over coupe versions; good in that you can hear the burble of the 5.0 more, bad in that there’s more wind noise at highway speeds. It’s nothing that the Shaker 500 audio system can’t overcome, if it’s tinnitus you seek.

The retro-themed interior, with its patterned-metal inlay, chrome-ringed electroluminescent gauges sporting a retro narrow font and running-horse emblems will please baby boomers looking to recapture their senior year of high school. Modern details hide inside, too. Ford’s Sync system is a star in everything, and illuminated door pulls, sill plates and footwells are a nice touch – in switchable colors, no less. The Rapid Spec 401A Premier Trim and Color Accent Package was tossed in on our test car, a $395 charge that adds colored trim to the seats, stitching and Pony badges on the door panels and a darker finish on the instrument panel.

The real news is the 5.0 liter V8 that makes its debut in the 2011 Mustang GT. Dubbed the Coyote during development, the dual overhead cam engine independently varies the timing of intake and exhaust events with a system Ford calls Twin Independent Variable Camshaft Timing (Ti-VCT.) Tubular exhaust headers and a classic “Powered by Ford” legend on the valve covers are outward signals of performance. Inside the aluminum engine block, jets of oil keep the pistons cool, main bearing caps are cross-bolted for rigidity and a baffled oil pan shrugs off repeated hi-g cornering. Ford knows it’s built a killer affordable performance car that can mop the floor with most vehicles it encounters, and has endowed it with an engine that can stand up to racing right off the showroom floor.

From behind the wheel, it’s immediately evident that the Mustang GT Convertible is no parade float, even with the automatic. The engine’s 11.0:1 compression ratio realizes its full potential on premium fuel, resulting in 412 horsepower and 390 pound-feet of torque. Horsepower drops off to 402 on regular fuel, while torque takes a greater hit, falling to 377 lb-ft. Truth be told, the automatic transmission is okay once you get used to it. There’s a delay for kickdown, as in most modern automatics, but shift quality is good and it gets itself into locked-up overdrive as soon as possible, resulting in EPA fuel economy estimates of 17 mpg city and 26 mpg highway.

There is no manual shift gate, sport mode or paddles on the non-telescoping steering wheel. You’re faced with the very same shifting options as your grandmother’s Crown Victoria: PRND321. It’s frustrating. Of all the cars in Ford’s lineup, the Mustang should be first in line when doling out the sporty shift programs. The V8 with automatic is perfectly happy to swallow interstate miles or drag race tarmac, but when the road turns twisty, it’s a dud thanks to the recalcitrant transmission.

It’s a shame that the automatic cuts into enjoyment, because the rest of the 2011 Mustang is so fully realized. The engine is responsive, throaty and strong; it’s a trifle to blow the car sideways by pulling into traffic over-zealously. There’s low-end torque and plentiful high-rpm power. The 245/45 Pirelli P Zero Nero tires on 19-inch wheels that our tester wore can only resist the wave of muscle from the engine so much, though the Mustang is easy to bring back under control once it breaks traction.

There’s finally satisfying mojo under the hood of a Mustang that can keep up with the excellent V8 engines in the Camaro and Challenger. The new 5.0 is the last piece of the puzzle to Mustang dominance in the segment, too. It’s still significantly lighter than its two main rivals, and moreover, it feels lighter on its feet. Live axle or not, this is one great-handling car. Ford’s electric power steering system can do impressive things like compensate for crown in the road or unevenly worn tires, but it’s also slightly on the numb side. The roofless structure is relatively solid, with only some occasional cowl shake. Load up those 19-inchers in a tight corner and the Mustang Convertible doesn’t feel like a clockspring winding up; that’s good.

For a $37,845 base price, our 2011 Mustang GT Premium Convertible was not only very well equipped, as it should be, but very capable. And most drivers will likely see the automatic transmission as an asset, rather than the detriment to driving enjoyment we found it to be. In our experience, the live rear axle simply isn’t an issue, despite the constant drone of the naysayers. The Mustang rides and performs impressively, with tightly controlled chassis motions and predictable handling. It’s a better-rounded package than either of its neo-ponycar colleagues, and it’s the only convertible in town, at least until the drop-top Camaro arrives next year.

In addition to being at the head of its own class, the 2011 Mustang GT Convertible is also a scrappy athlete that can mix it up with much more expensive and snooty hardware. In that sense, it’s a repeat of what’s always been great about Detroit performance cars – just try and find a better deal on a new car that performs this well. Even with the wrong transmission.

2011 Ford Mustang GT Premium

I’m not a convertible guy. Aside from the extra weight and platform compromising characteristics of a drop-top, I just don’t like sharing my stereo with the rest of the neighborhood. I’ll also take a manual transmission over an automatic any day, so I thank the car gods that the 2011 Ford Mustang GT delivered to me wasn’t the same one Mr. Roth reviewed. Mine was the coupe with the six-speed MT82 transmission, sprayed in evocative Grabber Blue and commanding a less-expensive base price than the convertible at $32,845 (all Mustangs carry an additional $850 in destination charges, as well).

In the case of the 2011 Ford Mustang GT, if you’re interested in things like performance, handling and price more than whether or not your not cranium can get a tan, go for the coupe. Comparing manual-equipped models of both, the Mustang GT coupe is 118 pounds lighter than the automatic and $5,000 less expensive. There’s not much left to consider unless you plan to drive your Mustang GT in a parade every weekend.

As for Dan’s distaste of the Mustang GT’s automatic transmission, I’ll agree that saddling any modern day muscle car with an automatic transmission is a disappointment from the get-go, especially when said slushbox comes with no manual shifting functions. The ‘Stang’s six-speed manual is the transmission you want if you’re going for the full muscle car effect; accept no substitutes.

Whereas the six-speed automatic effectively corrals the new 5.0-liter V8, the six-speed manual lets those ponies run free, fuel economy be damned. The shifter action is nice and deliberate if a little notchy, but definitely not sloppy. The stick itself is also very short, which makes throws quick and easy unless you’ve got a beverage in the center console’s cup holders. Best to avoid bottles of any kind, which are tall enough to get right in the way of your arm’s motion when shifting gears.

The new 5.0-liter V8 is a gem of an engine and plays perfectly with the manual transmission. Perhaps its most surprising characteristic is that it delivers power everywhere, even high in the rev range before it tops out a redline just shy of 7,000 rpm. That makes the new 5.0 more than just what its peak power numbers of 412 horsepower at 6,500 rpm and 390 pound-feet of torque at 4,250 suggest, since its broad powerband is working hard for you at every rpm. Of course, that’s to say nothing of the engine’s aesthetic qualities, a feature so often forgotten these days under the many plastic shrouds that commonly obscure an engine’s actual shape. The Mustang GT bucks this, showing off its tubular exhaust headers like a body builder’s bicep peeking out from the sleeve of his muscle shirt.

Fortune had it that I also drove a 2010 Dodge Challenger SRT8 a couple weeks prior to the Mustang GT, and a comparison between either the Challenger or this car’s other obvious competitor, the Chevrolet Camaro, brings into sharp relief what Ford is doing with the Mustang. Its cross-town rivals are less focused on bringing a balanced performance car to the party than creating an experience. At its most basic level, the feeling of driving a modern day muscle car requires retro styling and a big, powerful engine. Both the Challenger and Camaro offer this, though each takes their own tack at what “retro styling” means.

The Mustang, however, hasn’t taken a break in 46 years, and so doesn’t need to convince anyone that it shares a direct link with the cars from the late ’60s and early ’70s that defined this class. Instead, the latest generation Mustang nearly evolves the car right out of the muscle segment. It is a high-performance car on every level, perhaps evidenced best by what it’s being compared with other than the Challenger and Camaro. We ourselves pitted the new 2011 Mustang V6 against the Nissan 370Z and Hyundai Genesis Coupe, while Motor Trend put up this same GT model against the BMW M3. Let me repeat: the BMW M3. And the Mustang GT almost won, which is a victory itself.

All this is to say that the 2011 Ford Mustang GT is laser-focused on being the best all-around performance value on the market, not just the best reinterpretation of what it means to be a muscle car in 2010. If you just want to look good in a Mustang, get the automatic-equipped convertible model reviewed above and idle along on Woodward Avenue to your heart’s content. If you want Challengers and Camaros in your rearview mirror while nipping at the back bumper of an M3, get this model.