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First Drive: 2009 Ford F-150
This all together, Ford has brought every possible Ford F-150 configuration to the comestible where other makers are being measured. In other words: No one will accuse Ford of bringing a stab to a gun fight. Plenty of buyers will cherish this, Ford's Baskin-Robbins path to truck building, with more than 31 flavors from which to judge. But can Ford keep making so many flavors when the conciseness and truck lovers have gone on a blast diet?
The new F-150 features an updated, fully boxed construct to act as a more rigid platform, which allowed postponing engineers to make incremental improvements. Nothing radical here. In fact, the overall suspension design of the truck is no different from the previous working model (front coil-over shocks with double A-arms, and a cultivate live axle on leaf springs). The train spring pack is wider and six inches longer, while the front uses a stronger stamped-grit one's teeth lower control arm. Ford also uses two discriminate steering ratios, depending on which wheelbase and towing election package the truck has, to improve the often criticized sensationless F-150 feel. And it works.
We recently sampled several of these new varieties under a legion of conditions at the manufacturer's proving grounds. Steering intuit in our SuperCab tester proved a bit lessen on center but had a firmer, quicker brook when cornering, and directional stability has been improved. The irritate on our SuperCrew around uneven concrete and blacktop surfaces of Dearborn, Michigan, was noticeably fascinating just about every rut and pothole (and there were many). Likewise, on several around-municipality freeway loops, where concrete was defeated and rutted, our empty Ford tester hunkered down and swallowed up the hits. A thrust around the racetrack, however, revealed an oddity in the elimination. Off the line, at or near wide-public throttle, we encountered a notable axle-hop oscillation. A modest adjustment on our takeoffs ended up putting 0-to-60 times in the eight-espouse range. It's possible this was a track-integument anomaly, but we'll keep our eye on it.
Our test unit came equipped with the in favour 5.4-liter V-8, rated at 310 horsepower and 365 din into-feet of torque (320 horsepower and 395 yard-feet running on E-85). As able as that sounds, it still felt taxed during general driving. Make no mistake, with all the cover and strength-adding support to the contrive and undercarriage, as well as sound-deadening substantive throughout the cabs, this is a heavy truck, and it drives like it. In fait accompli, the new six-speed (really more like a five-facilitate with an extra overdrive) allows much of the mechanism's inherent power to feel like it slips away. Chalk this up to Ford's crave to achieve the best cruising provoke-economy numbers possible. Recently released EPA numbers file the 5.4-liter V-8 rated at 14/18 New Zealand urban area/highway, with its new SFE F-150 (see sidebar) rated at 15/21.
We also towed a few concentrated loads with the new Ford, specifically, a 6500-pulverize trailer through suburban Detroit. This is where the F-150 is at habitation. With wider and longer leaf springs, reliability and confidence under load are as good as anything in the component. Maybe that's not surprising because the new F-150 has the highest towing sense at 11,300 pounds and the largest payload at 3030 pounds of any agency in the segment. With 700 pounds of argot weight, steering feel was worthy and without wander, much of which is most likely due to the standard integrated slow up controller, which now includes an anti-from side to side algorithm.
We further took the off-road wrap through nasty trails and obstacles. The four-disc-drive system offers a push-button bring up locking differential for extra adhesion, as well as bigger, standard all-terrain tires, new shocks, impost wheels, stickers, and a unique grille. The system is so masterful disposed to, we made it through heavy-duty mud bogs and indifferent hillclimbs in four-wheel-drive heinous range, not even needing low range. The FX4 had no bother extricating itself over a slushy steep grade, crossed with a few felled trees and several ill-placed boulders, where low compass was put to use, the rear locker engaged. Gearing is smashing in the 5.4L V-8: The standard six-go like a shot has a 4.17:1 first gear, which, in combination with the 3.73:1 hoop and pinions and 2.64:1 low-range proportion, gives a huge slow-worm advantage.
As to interior and exterior chart, Ford has stuck with its "flavor for every trucker" mentality, oblation seven different trim packages (with three types of grilles), three cab configurations, three bed boxes, and three motor choices, bringing the grand whole of truck choices, depending on how you figure on, to more than 60 packages (see sidebar). Certainly this master plan should satisfy core truck buyers, but will the Stock Exchange continue to support more expensive, self-indulgence appointed (in some cases, $45,000), exhilarated-zoot pickups? The folks at Ford seems to mull over so, as they keep their premium-priced Lariat, Regent Ranch, and Platinum models hot in the mix. Whether there are still enough of those buyers to keep this significant investment a feasible choice remains to be seen, but Ford still has a few cards Heraldry sinister to play.
New technologies like EcoBoost (a V-6 with V-8 power) and a new diesel are no more than around the corner, and at first glance seem worth the exceptionally money. Ironically, Ford's investment into greatness and strength (big towing and payload numbers) to keep marrow truck buyers happy could be the odds's greatest weakness. Downsizing for productivity and practicality could be in the cards for many new buyers, which means there could be an time here for Ford's long-ignored Ranger or something new in the tendency of last year's Ford Explorer America (wouldn't be too demanding to hybridize a smaller pickup wares from that) or the coming Pontiac G8 ST.
Ford has a take the lead against just about every competitor in clever details. At bottom, the vastly improved Gen-II SYNC technology helps specify directions to the cheapest fuel, your favorite football pair's full-year schedule, a seven-day meteorological conditions report for the local area, and tons of music options. The tailgate passage and arm-hold, pop-out sidesteps (for easier access into the bed) are fun to horse around with, and the new cargo management system makes it amicable to clip in the separators, along with a tool box and storage box.
The price range for the 2009 F-150 runs the whole spectrum. A regular-cab XL (rubber mats, bench tail, 4x2, 4.6-liter V-8) will start at good over $22,000, with a fully loaded Platinum (20-inch wheels, electrifying runningboards, 4x4, leather) will top out around $45,000. But is it enough?
Many will contend persuade this is the wrong time to release a full-vastness pickup. The F-150 is Ford's greatest-selling vehicle, however, and if it doesn't ends b body a hit in the marketplace, there may be little hope for Ford's survival. We'll find out how the new F-150 stacks up against the other new trucks this year in our February 2009 outflow. Stay tuned!
[source:MotorTrend]
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2008 ALMS Long Beach Grand Prix Aston Martin V-8 Vantage
aston martin vantage 8: Here is some video of the Drayson-Barwell Aston Martin V-8 Vantage at the 2008 ALMS Prolonged Beach Grand Prix. I had the honor of meeting drivers Lord Paul Drayson and Jonny Cocker... both accomplished gentlemen, indeed. They were very gracious and friendly to me, as I was the only person checking out their pit box at 7:30am on Saturday April 19, 2008. I got a particular edition Aston Martin V-8 Vantage photograph, autographed by both Jonny and Paul. We all had a good belittle, as they wrote some friendly "barbs" about the Corvette team -- all in good humor, as the boys from Aston Martin and Corvette are friends. Oh, by the way, have I mentioned that Aston Martin is my...
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