Lightning Seed? Subsequent-Generation Ford F-150 Functionality Pickup Rendered!

In the course of the sport-truck mania of the 1990s and early aughts, Ford’s SVT unit graced us with 2 versions of the Lightning. Out of production because 2004, that hole in Ford’s lineup ostensibly has been filled by the flatbill-ready, improbably lovable Raptor. And even though FoMoCo wasted no time displaying a second-gen Raptor primarily based on the new, aluminum-intensive F-150, SVT’s successor unit, Ford Overall performance, has but to supply any official word on a Lightning replacement. But that does not mean 1 is not on the way.

Ford says it has 12 new Overall performance cars in the pipe for delivery by 2020, but we’ve only noticed the Focus RS, Mustang GT350 and GT350R, the subsequent Raptor, and of course, the quite spendy, quite limited GT supercar. We’d anticipate to see a Mustang GT500 added to the mix, which brings us to 6. And it is hardly inconceivable that Ford would want to additional butter its share of the F-150’s pie. Although the current F-150 Tremor had the brief-cab, brief-box silhouette of a classic sport truck, it wasn’t specifically packing in the muscle division. Its 6.-second -to-60 time was handily bested by the Lightning we tested in 2001, which made the very same run in 5.2.

2001 Ford SVT F-150 Lightning

The 2017 Raptor dispenses with V-8 energy in favor of EcoBoost V-6 motivation, and we’d count on a Lightning successor to continue to emphasize outright muscle. No matter whether that indicates a 6- or 8 cylinder engine or twin-turbo or—like the second-generation Lightning and ’00s Harley-Davidson trucks—supercharged forced induction is unknown at this point, but we’re betting on a couple of snails offered Ford’s major EcoBoost push of late. What ever happens, Ford lately applied for a trademark on “EcoBeast”, and that name would sound pretty rad applied to a streetgoing Raptor analogue.

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Our artist’s rendering suggests what such a machine could look like, replete with a Felicia Fun–grade combination of yellow paint and tailgate spoiler. The blacked-out maw of a grille echoes other zoot-oriented Ford automobiles like the Concentrate ST and Mustang. Because you want a hood scoop, it is got a hood scoop. Simply because you will want front-fender air extractors, it’s got those, as well. Larger brakes and stiffer suspension naturally would be on the menu, since when you are hustling your truck by way of the Southern Cascades and Northern Sierra Nevada, say on a run from Bieber, California, down to Butt Lake, Momma ain’t got no time to wallow.

Predictably, Ford has refused to comment on any future item, but appears to us that with Ford Functionality on such a tear, a hot-rodded, road-oriented pickup can’t not be on the future-machines docket.

Lightning Seed? Subsequent-Generation Ford F-150 Functionality Pickup Rendered!

Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

Like every single U.S. automaker, Ford is not averse to wrapping itself in Old Glory when it wants to sell far more solution to patriotic ’Muricans. That’s why Ford F-150 advertisements feature the sort of gravelly voiceovers that make Clint Eas2od sound slightly effeminate—and typically include much more denim than the whole of Montana. But, despite calling Michigan property for a lot more than 25 years, Ford also continues to deny its house marketplace a big percentage of its global model range. And even though we do not really care if we do not get vehicles like the EcoSport and the B-Max, occasionally the neglect actually hurts, dammit.

As right here, with the diesel version of the Focus ST sold in Europe and other parts of the planet where compression ignition is taken seriously. To add some injury to that insult, the TDCi engine is also accessible in station-wagon type. This slight may not be on the very same level as that lengthy ago choice to deny us the Escort Cosworth, but it’s fair to say that a efficiency wagon with a 182-hp diesel engine and a stick shift fairly significantly fills the complete bingo card of stuff we’d like but cannot get. Which is why we took the very first opportunity to get behind the wheel of 1 for the duration of a recent trip to Germany.

Familiar—with Crucial Differences

The view from the driver’s seat is virtually identical to that in a U.S.-spec Concentrate ST hatchback. You sit on the exact same mega-grippy Recaro sports seats, grab the very same chunky steering wheel, really feel the identical pleasingly bulbous gearchange lever, and appear at the identical dashboard, featuring the identical trio of stuck-on supplementary dials for oil and enhance pressures and oil temperature. The only genuine clue that one thing is different, other than the Euro-spec km/h, bar, and Celsius scales for the instrumentation, is the truth that the rev counter turns red just soon after the number “5”.

The engine is a mildly reworked version of Ford’s Euro-spec 2.-liter 4-cylinder turbo-diesel, and even though it is far more than 60 horsepower adrift of its gasoline-powered sibling (with the maximum 182 horsepower arriving at a lowly 3500 rpm), it truly musters more torque: 295 lb-ft at 2000 rpm. On-paper functionality figures are predictably reduced, with a zero-to-60-mph time we estimate at 7.5 seconds and a 135-mph leading speed (in our testing, the gas ST hits 60 in about 6 seconds and has a 150-mph leading speed), but set against that, the TDCi has an official “combined” fuel-economy figure equivalent to 56 mpg on the optimistic Euro test cycle. If the car have been to be run via the EPA ringer, we consider it could best 40 mpg on the highway cycle.

Significantly less Enthusiastic, But Nonetheless for Enthusiasts

There’s no surprise that the diesel lump cannot match the enthusiasm of the gasoline engine. It lacks its spark-ignited sister’s enthusiasm for revs and—despite obtaining far more torque—has far significantly less torque steer in slower corners. But it is smooth and brawny low down, which means that you change gears about half as usually. A derestricted stretch of autobahn confirmed that there is no point trying to push the engine previous the 4000-rpm mark, where it appears to hit a slick of molasses. But tall gearing indicates that translates fairly much specifically to the claimed best speed in sixth—we saw an indicated 220 km/h (137 mph)—with the ST feeling stable and comfortable when driven flat-out. The engine thrums and hums when worked tough, with a sound symposer canceling out most tinkling harmonics at reduced speeds.

Despite becoming slower than the gasoline ST, Ford hasn’t softened the diesel version as Volkswagen does with the Golf GTD. That implies firm spring and damper settings, which do an excellent job of keeping the body in check when asked to make frequent directional adjustments. They also, even so, give a harsh ride over rough surfaces, specifically at greater speeds. The electrically assisted steering shares the gasoline ST’s fast rack and delivers similarly crisp front-finish responses (with much less power-on understeer), and the manual gearbox is just as slick as it is in the gasoline automobile.

Indeed, our test car’s wagon bodywork possibly produced more of a difference to the car’s higher-speed dynamic behavior than did the diesel engine. Ford’s numbers say the wagon is 53 pounds heavier than the hatchback, but even that relatively modest boost in mass at the rear of the vehicle is clear, generating it noticeably less willing to tighten its line on an eased throttle. Or, in other words, slightly significantly less amusing. The plus side is a reasonably cavernous load space—33 cubic feet with the rear seats in location, 53 cubic feet with them folded.

On the basis of the car’s versatility and fuel efficiency, we’re going to describe the diesel Focus ST wagon as the most sensible performance auto in the planet. Or rather, in those components of the world that are allowed to acquire such a compellingly distinct vehicle we’ve no doubt that U.S. sales for a manual-shifting diesel wagon would be restricted, but it’d be nice to at least be presented the selection.

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Driven: Ford Focus ST Diesel Wagon! (Too Bad It’s Stuck in Europe.)

Ford Ranger Now Even Smarter with award-winning Ford SYNC® with Bluetooth and Voice Control

PRETORIA, South Africa, February 2015 - Ford Motor Company of Southern Africa (FMCSA) has expanded the smart technologies offered in the Ranger with the addition of its award-winning Ford SYNC^® with Bluetooth and Voice Control.

Using the innovative hands-free technology of SYNC, customers are able to connect almost any mobile phone or digital media player to the vehicle’;s multimedia system via Bluetooth or USB connection.

By means of simple voice commands or the controls mounted on the steering wheel, drivers are able to manage the system’;s wide range of features, from selecting phone contacts and making calls to choosing an artist or track, and even listening to text messages.

“Ford SYNC has revolutionised the way drivers interact with their vehicles, providing intuitive and convenient control of the in-car communications and entertainment features,” says Tracey Delate, Ford Marketing Manager. “The system also makes an important contribution to driving safety by allowing the driver to focus on the road while using voice commands for a vast range of functions.”

SYNC has become an integral part of Ford’;s pioneering smart technologies that are developed to suit the modern, connected lifestyle. It is available across most of the current Ford line-up including the Fiesta, Focus, Kuga, Fusion, Transit and Tourneo.

“By introducing SYNC to the Ranger XLS, XLT and Wildtrak models at no additional cost to the customer, we are making the technology more accessible and ensuring that the Ranger stands out even further from the competition,” Delate says.

SYNC responds to and recognises up to 150 different voice commands, can store up to 12 phones and hold up to 1 000 contacts per paired phone – all of which can be dialled by voice once the phonebook is downloaded to the system, without the need to record voice tags for each contact as is the case with the current system. It can also read out incoming SMS text messages from compatible phones.

On the music front, the system fully integrates the user’;s portable media players or USB device. Using the Voice Control function now allows users to specifically select artist, album, individual tracks, genre or playlists by their actual titles, thereby providing much easier control of music choices.

FORD RANGER – Models with Ford SYNC®	INCL. VAT INCL. Enviro Tax
Single Cab	;
Ranger 2.2 (110kW) XLS Hi-Rider 6MT	R314 900
Ranger 2.2 (110kW) XLS 4×4 6MT	R369 900
Ranger 3.2 XLS Hi-Rider 6MT	R358 938
Ranger 3.2 XLS 4×4 6MT	R412 900
Super Cab	;
Ranger 3.2 XLS Hi-Rider 6MT	R386 900
Ranger 3.2 XLS 4×4 6MT	R435 900
Ranger 3.2 XLS 4×4 6AT	R449 900
Double Cab	;
Ranger 2.2 (110kW) XLS 6MT	R401 900
Ranger 2.2 (110kW) XLS 4×4 6MT	R454 900
Ranger 3.2 XLT Hi-Rider 6MT	R456 900
Ranger 3.2 XLT Hi-Rider 6AT	R469 900
Ranger 3.2 XLT 4×4 6MT	R504 900
Ranger 3.2 XLT 4×4 6AT	R515 900
Ranger 3.2 Wildtrak 4×2 6MT	R484 900
Ranger 3.2 Wildtrak 4×2 6AT	R494 900
Ranger 3.2 Wildtrak 4×4 6AT	R551 900

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Also view:

Avoiding Distractions while Driving

Ford Ranger Now Even Smarter with award-winning Ford SYNC® with Bluetooth and Voice Control

15 Things You Need to Know About the 2017 Ford Focus RS

The Concentrate RS is finally here!

Right after a long wait—and one even longer in the U.S., where the vehicle has by no means been sold—a new Ford Focus RS is coming! Ford revealed the ultra-high-functionality Concentrate hatchback at a particular event in Cologne, Germany, where the automobile was created. But the company only spilled a mere trickle of info. C’;mon, Ford, we’;re talking about a 316-plus-hp (see? we don’;t even have final output figures), all-wheel-drive hot hatch here—we need to have all of the details! Fortunately, we cornered a few Ford people and pressed them for a lot more RS details—read on for the secrets they divulged.

1) Higher 5! We get the same car Europe does!

Ford insists that the U.S.-spec Focus RS will be totally identical to the one particular sold elsewhere, save for safety and homologation gear.

2) The Focus RS may go racing

When asked whether or not or not Ford was arranging on racing the Focus RS, Ford’;s chief of international performance vehicle development Jamal Hameedi answered that “it’;s an outstanding platform to go racing with.” It did not finish there when pressed, he added: “Amazing vehicles constantly go racing.” The takeaway? Appear for this auto in a racing or rally series of some type in the subsequent year.

3) No RevoKnuckle necessary

Ford’;s clever RevoKnuckle front suspension design, which it has employed on high-horsepower front-drive models like the last-generation Focus RS500 to tame torque steer, wasn’;t necessary on the new RS. Torque steer instead is quelled by the all-wheel-drive program and specific suspension tuning.

4) Mustang engine, RS tune

Considerably has been created of the RS engine’;s EcoBoost Mustang roots, but it is been comprehensively upgraded for Focus duty. In the RS, the 2.3-liter 4-cylinder wears a new turbocharger, a new cylinder head, and a completely distinctive cooling setup tailored to the Focus’;s transverse engine layout and differently shaped front finish. Official output figures are forthcoming, but we’;ve been told to anticipate “nicely in excess” of 316 horsepower. The EcoBoost Mustang, for reference, makes do with 310.

5) It won’;t have main carbon-fiber parts

As you probably currently surmised, the Concentrate RS will share its basic body with the normal Concentrate. It also will share that car’;s total lack of carbon-fiber physique panels.

6) It could be a Ford, but right here in the U.S., it’;ll be an import

Ford will assemble every single Concentrate RS it sells globally at its Saarlouis, Germany, assembly plant. The RS will be constructed alongside more pedestrian Foci there, and surely will make those normal Focuses really feel insecure.

7) Take a hike, Haldex—this AWD is Ford-only

Unlike its important competitor, the VW Golf R, the Focus RS utilizes an all-wheel-drive program that is said to have been developed completely in-house. Assuming the RS is traveling in a straight line with zero slip at any of its 4 tires, the all-wheel drive setup sends 25 % of the accessible power to the front axle. When slip is detected or if there is steering input, up to 70 percent of the obtainable power can be sent rearward.

8) Some percentage of the time, each rear wheel gets 100 percent of up to 70 % of offered torque

Like Sex Panther men’;s cologne, which 60 % of the time works each and every time, the Concentrate RS’;s rear axle is all about difficult percentages. The all-wheel-drive technique is capable of routing up to 70 % of the accessible torque to the rear axle. From there, it can be split evenly amongst each rear wheel, or, in extreme cases, the system’;s brain can instruct the rear-axle torque-vectoring mechanism’;s 2 clutches to direct 25 % of the rear-axle torque to a single rear wheel. Exciting-with-numbers time: 25 percent of 70 % of obtainable engine torque can be directed at a single rear wheel to aid rotate the car in corners. Dooorrriffftoooo!

9) That tricky differential is not the only factor capable of inducing rotation

While the brunt of the process of shoving the RS’;s ass end around corners falls on the rear-axle torque-vectoring mechanism, Ford tells us the hot hatch does get some aid from the brakes in corners. Operating mostly on the front axle, the car’;s brain can brake the inside wheel(s) when getting into and leaving a corner to induce a yaw event—otherwise recognized as understeer mitigation.

10) Speaking of the brakes . . .

Like virtually each other factory overall performance car these days, the Concentrate RS’;s brakes will be supplied by—you guessed it—Brembo.

11) Ford knows what is up when it comes to Saving the Manuals

Do not get us wrong, it makes us cringe to even think the words “automatic transmission” when discussing a vehicle like the Concentrate RS, but we had to ask Ford whether or not it planned to introduce an auto-equipped RS. We have been told that there are “no plans” for an automatic of any sort (dual-clutch or otherwise), followed with a hearty “You are welcome” from the company’;s chief engineer of global efficiency autos. Save the Manuals!

12) Ford could have gone gung-ho on the RS’;s top speed

In our testing, we’;ve found the 252-hp Focus ST loses its fight against aerodynamic drag at 150 mph—not far off of the highest quantity on the U.S.-spec speedometer, 160 mph. Hunting at Ford’;s photos of the 2017 RS, on the other hand, we can clearly make out that its speedometer runs all the way to 300 kph, or 186 mph. Ahead of you get as well excited, Ford slaps a 280-kph (174-mph) speedo on the European Concentrate ST. Suffice it to say, although, that we’;re hunting forward to personally verifying the car’;s Vmax.

13) Six speeds, a lot more than 1 drive mode

The RS will come standard with a 6-speed manual transmission, just like the Focus ST. Unlike the ST, the RS has a drive-mode button Ford hasn’;t told us however what modes there are, but are we crazy for hoping one riffs off of the Tesla P85D’;s “Insane Mode”? Possibly get in touch with it “Ludicrous Speed” or anything?

14) This is the not-messing-about rubber

Don’;t be shocked if the RS posts absolutely bonkers grip figures when we at some point test the car—its tires are that critical. Both ends of the car will ride on 19-inch 235/35 Michelin Pilot Super Sports. The front-drive Concentrate ST, on the other hand, wears Goodyear F1 Asymmetric 2 tires sized 235/40—and it posted .96 g on our skidpad. Yeah, the RS is going to be rad.

15) the one point we do not like about the Concentrate RS . . . ?

In spite of the number of hot Ford RS models more than the years to put on ultra-sweet stripe packages, Ford tells us there are no plans to provide stripe kits for the Concentrate RS. That’;s okay, though—we can cut vinyl just fine ourselves.

15 Things You Need to Know About the 2017 Ford Focus RS

The HP and MPG Figures Are in for the New Ford Edge Sport

When Ford gave us a peek at the redesigned 2015 Edge last summer time, the dossier for the Sport trim was quick 1 essential detail: The power, baby. The Sport is the only Edge trim level to get Ford’s new direct-injected, twin-turbocharged, “Nano” 2.7-liter EcoBoost V-6, and Ford would tell us only that it would make “more than 300 horsepower” in this application. Now we have the numbers, and Ford wasn’t far off the mark.

Rated at 315 horsepower and 350 lb-ft of twist, the 2.7-liter EcoBoost in the 2015 Edge Sport handily beats the outgoing 3.7-liter V-6’s 305/280 numbers. And while these 10 ponies may well not be a massive deal, the extra 70 lb-ft torque is where the 2.7 EcoBoost tends to make its presence recognized. Additionally, maximum torque is now completely on board at 2750 rpm, whereas the former V-6 didn’t build a complete head of steam till 4000 rpm. (Careful readers will note that the Edge’s 315/350 numbers are just shy of the 325/375 numbers the 2.7 EcoBoost makes below the hood of the new F-150.)

Fuel economy numbers for the 2.7 EcoBoost, nonetheless, aren’t considerably greater than the old 3.7-liter. The front-wheel-drive Edge Sport turns in an EPA-estimated 18/27 mpg city/highway all-wheel-drive models suck a tad a lot more fuel, posting EPA ratings of 17/24 mpg. For the earlier Edge with the 3.7-liter, the numbers had been 19/26 mpg (FWD) and 17/23 mpg (AWD).

If the 2.7 EcoBoost and Sport trim offer you far more thrust that you require, the regular 2.-liter EcoBoost 4-cylinder makes 245 horsepower at 5500 rpm and 275 lb-ft of torque at 3000 rpm (on 93-octane fuel). With 2 fewer cylinders, its fuel economy is greater, but not a entire lot greater: EPA ratings for the 4-cylinder are 20/30 mpg city/highway with front-wheel drive and 20/28 mpg with all-wheel drive.

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Traditionalists can take solace in the reality that the naturally aspirated 3.5-liter V-6 is still obtainable as an alternative on non-Sport versions of the Edge. Producing a affordable 280 horsepower at a lofty 6500 rpm and 250 lb-ft at 4000 rpm, its EPA ratings of 18/26 mpg city/highway (FWD) and 17/25 mpg (AWD) are quite considerably on a par with the smaller sized EcoBoost V-6.

While we’re glad Ford is pushing boundaries and exploring new technologies, at the end of the day, it’s fascinating to see how tightly grouped  the fuel-consumption numbers are. Expect costs for the Edge Sport to start off around $ 38,25 when it goes on sale this spring.

The HP and MPG Figures Are in for the New Ford Edge Sport

Ford Previews All-New Ford Focus RS

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• Ford previews all-new Focus RS; high-performance hatchback pioneers advanced technology to deliver the ultimate fun-to-drive experience

• Third-generation Focus RS will be available in major markets around the world for the first time and follows the reveal last month of the new Ford GT supercar as part of a new era of Ford performance that will deliver 12 new vehicles by 2020

• Developed by the Ford Performance team, RS features ground-breaking new Ford Performance All-Wheel-Drive with Dynamic Torque Vectoring for class-leading cornering speed and limit handling

• 2.3-litre EcoBoost engine developed for RS and specially engineered to deliver in excess of 320 PS. Dramatic exterior design offers enhanced aerodynamics and cooling

• New Focus RS will be the 30^th vehicle to wear the RS badge since 1968; will be built in Saarlouis, Germany, starting late this year

• Professional rally driver and star of Gymkhana films Ken Block teamed with Ford as a consultant on the development of Focus RS

• Full product details to be announced at global reveal at Geneva Motor Show

Cologne, Germany, Feb. 3, 2015 - Ford today previewed the all-new Ford Focus RS, a high-performance road car that debuts the innovative Ford Performance All-Wheel-Drive,  delivering class-leading cornering speed, thrilling performance and unbridled driving enjoyment.

The Focus RS – equipped with a special 2.3-litre EcoBoost engine engineered to produce well in excess of 320 PS – is the latest vehicle to be unveiled as part of a new era of Ford performance that will bring more than 12 performance vehicles to global customers by 2020.

In addition to pleasing enthusiasts, these vehicles help deliver the company’;s One Ford plan for profitable growth, product excellence and innovation in every part of its business.

“The all-new Focus RS is a serious machine with high-performance technology and innovative engineering that sets a new benchmark for driving exhilaration on the road and track,” said Raj Nair, group vice president, Global Product Development, Ford Motor Company. “The RS line has a proud history of technical breakthroughs that have migrated to mainstream Fords to benefit all of our customers, and the new Focus RS is no exception. It’;s a great example of our passion for innovation through performance and creating vehicles that make people’;s hearts pound.”

Developed by a small team of Ford Performance engineers in Europe and US, the new Focus RS is the third generation of Focus RS cars, following models launched in 2002 and 2009. It will be the 30^th car to wear the legendary RS badge, following such technology trendsetters as the 16-valve 1970 Escort RS1600, the turbocharged Sierra RS Cosworth of 1985 with its radical aerodynamics, and the 4-wheel-drive 1992 Escort RS Cosworth.

Sporting a dramatic exterior design that delivers enhanced aerodynamics and cooling, the new Focus RS offers technologies new to the RS marque including Ford SYNC connectivity system.

The all-new Focus RS is the first ever RS model that will be sold around the world and will be produced for all markets at Ford’;s Saarlouis, Germany, manufacturing plant beginning late this year.

“The new Focus RS represents Ford at its passionate best – delivering innovation, unmatched driving dynamics and stunning performance that was previously the sole province of high-priced performance luxury marques and exotics,” said Jim Farley, president, Ford of Europe, Middle East and Africa. “We are acutely aware of the benchmarks we have set ourselves with RS performance models through the years, and rest assured that this new car raises the game to a new level.

“Just as important is the fact that with technologies such as EcoBoost, we are able to demonstrate how an innovation that powers almost every car in our range can also be the heartbeat of our finest performance cars.”

Gymkhana and World Rallycross star Ken Block was brought on as a consultant on the all-new Focus RS and joined the Ford Performance team at the preview event in Cologne, Germany – the city where the RS legend was born in 1968 with the Ford 15M RS.

Innovative Ford Performance All-Wheel-Drive offers unmatched handling

The all-new Focus RS exploits the innovative new Ford Performance All-Wheel-Drive with Dynamic Torque Vectoring to deliver a new level of handling capability and driver enjoyment, combining outstanding traction and grip with unmatched agility and cornering speed.

The Ford Performance AWD system is based on twin electronically-controlled clutch packs on each side of the rear drive unit. These manage the car’;s front/rear torque split, and also can control the side-to-side torque distribution on the rear axle – delivering the “torque vectoring” capability, which has a dramatic impact on handling and cornering stability.

The control unit in the rear drive unit continuously varies the front/rear and side-to-side torque distribution to suit the current driving situation, monitoring inputs from multiple vehicle sensors 100 times per second. A maximum of 70 per cent of the drive torque can be diverted to the rear axle. Up to 100 per cent of the available torque at the rear axle can be sent to each rear wheel.

During cornering, the rear drive unit pre-emptively diverts torque to the outer rear wheel immediately based on inputs such as steering wheel angle, lateral acceleration, yaw and speed. This torque transfer has the effect of “driving” the car into the bend, achieving improved turn-in and stability, and virtually eliminating understeer.

The AWD system has been tuned to deliver exceptional grip – with lateral acceleration exceeding 1 g – and class-leading cornering speed and acceleration out of a bend. With neutral and adjustable limit handling, and the ability to achieve controlled oversteer drifts at the track; the Focus RS delivers the ultimate fun-to-drive experience.

“This AWD system is a breakthrough technology, capable of delivering supreme cornering and handling at the limit,” said Dave Pericak, director, Global Ford Performance. “We have ripped up the rulebook which says that AWD hatchbacks cannot be fun to drive, and have created a car which will surprise and reward in equal measure.”

To deliver optimum driving dynamics, the Ford Performance AWD system was calibrated alongside the car’;s advanced Electronic Stability Control, in particular the brake-based Torque Vectoring Control system that works in parallel with the torque-vectoring AWD.

Other exclusive chassis features include sports suspension with spring rates, bushes and anti-roll-bars all of which are stiffer than those found in the Focus ST, and 2-mode switchable dampers, which offer a firmer setting for track driving. A carefully tuned electric power-assisted steering system, working in combination with a more rigid front suspension knuckle design and shorter link arms, delivers connected and responsive steering with outstanding feel.

“The Focus ST and Fiesta ST showed that we can achieve sporty steering feel with an EPAS system, and the RS raises the bar. We set out to provide keen drivers with steering which is very direct, precise and well balanced – and the RS delivers,” Pericak added.

Ford engineers worked closely with Michelin to develop a choice of high-performance 235/35 R19 tyres to complement the driving dynamics of the Focus RS; a standard Pilot Super Sport tyre for every-day use; and – for the first time on an RS – an optional Pilot Sport Cup 2 tyre for enhanced vehicle dynamics on the track.

The vehicle’;s exterior design has also been developed to support the dynamic objectives. Careful aerodynamic optimisation of the front splitter, rear spoiler and underbody features eliminates lift forces, and the final design delivers a balanced performance with zero lift front and rear for optimum high-speed handling and stability.

Unique powertrain for increased output

Ford’;s EcoBoost technology powers the Focus RS and nearly every new Ford vehicle. The specially engineered 2.3-litre EcoBoost engine has levels of power and torque that translate into impressive acceleration when combined with the exceptional AWD traction.

Projected to deliver well in excess of 320 PS, the bespoke unit shares its fundamental structure with the all-aluminium 4-cylinder 2.3-litre engine in the all-new Mustang. This engine has, however, been significantly upgraded through a comprehensive package of design changes.

Increased output is generated by a new low-inertia twin-scroll turbocharger with larger compressor that delivers significantly greater air flow, along with a much bigger intercooler to maximise charge density. Engine breathing also is enhanced through a less restrictive intake design, and a large-bore high performance exhaust system with an electronically controlled valve in the tailpipe that helps optimise the balance of back pressure and noise output.

The cylinder head is produced from an upgraded alloy material capable of withstanding higher temperatures, and is mounted on a more robust head gasket with improved thermal capability. The cylinder block employs stronger high-tensile cast iron liners.

Engine cooling also has been given the highest priority, with engineers creating additional space within the front of the vehicle to house a significantly larger radiator pack – the biggest ever fitted to a Focus – that provides the level of cooling demanded for hard circuit use.

Meticulous calibration work has ensured that the power unit delivers excellent low-end responsiveness with a powerful mid-range pull, climbing to a free-revving top-end up to a maximum rev limit of 6,800 rpm.

Inspiring performance demands an inspiring soundtrack. Ford Performance engineers have tuned the RS to deliver a rewarding and sporty sound character during spirited driving, with the distinctive burbles, pops and crackles that are a RS signature.

“This very special 2.3-litre EcoBoost unit will inspire drivers as they feel the surge of the turbo, and reward them as they take it to the red line – all delivered with a stirring sound guaranteed to put a smile on your face,” Pericak said.

The 6-speed manual transmission has been optimised for the enthusiast driver with a shorter gear lever to deliver faster and more accurate shifts. Both the transmission and the clutch have been upgraded with stronger components to cope with the engine’;s increased torque output.

With its high-efficiency EcoBoost design featuring direct fuel injection, twin independent variable camshaft timing and advanced turbocharging, the engine also delivers significantly improved fuel consumption. With Auto-Start-Stop fitted as standard, preliminary figures indicate that CO₂ emissions will be significantly reduced compared with the previous model.

High-performance design for stunning looks with optimum function

The Focus RS exterior design is both dramatic and functional, with a more powerful and muscular character. Designers worked closely with Ford Performance to ensure that the necessary functional attributes were achieved, focusing on the aerodynamic downforce and balance delivered by the design, as well as the cooling demands of the powertrain and brakes.

“This is the ultimate Focus – stunning to look at, and entirely fit for purpose,” said Joel Piaskowski, director, Design, Ford of Europe. “RS models have always been striking, high-performance cars where function is paramount. This new Focus RS is true to that heritage.”

Based on the new Focus, the RS features a powerful new front-end appearance with a bold upper trapezoidal grille above the deep front splitter, incorporating the largest possible apertures for engine cooling. A wide, muscular stance is emphasised by the lower wings and large outboard openings on each side of the car, which feed the brake cooling ducts and house vertically-mounted fog lamps.

At the rear, the fascia panel is dominated by the exceptionally large diffuser, which optimises air flow from under the vehicle to reduce drag, and contains the twin round high-performance exhaust outlets and, in Europe and Asia, a clear central fog lamp. The distinctive rear roof spoiler is carefully integrated with the car’;s silhouette through body-coloured side panels featuring a subtle embossed RS logo.

The dynamic side-profile is emphasised by sculptured rocker panels, and the bold wheel lips that house a choice of multi-spoke 19-inch RS alloy wheels – including a high-performance lightweight forged design finished in low-gloss black, which offers enhanced strength and impact resistance with weight savings of 1 kg per wheel.

Standard Bi-Xenon HID headlamps offer Adaptive Front Lighting, which adjusts the intensity and angle of the headlamp beams according to vehicle speed, steering angle and distance to objects for optimal illumination. Customers also can specify the latest Active City Stop automatic braking technology which operates at speeds of up to 50 km/h (31 mph).

The high-performance character of the RS is reflected inside the car with heavily-bolstered partial-leather Recaro sports seats as the centrepiece of the cockpit. Signature RS Recaro shell seats, with authentic motorsport microfibre fabric panels, are an option for customers in Europe and Asia.

The interior features the redesigned Focus control layout with its simpler, more intuitive design. SYNC connectivity provides access to audio, navigation, climate control and mobile phones via voice control, and via a high-definition, 8-inch colour touchscreen. Simple voice commands such as “Find a race track” enable RS owners to get instant directions to the nearest public circuit. SYNC also can be specified with Rear View Camera with park distance control, as well as a Sony premium sound system with 10-speakers including a subwoofer.

The RS driving experience is reinforced by a new flat-bottomed steering wheel with a soft-feel leather covered rim, alloy foot pedals, and unique instrument graphics within the main cluster. An additional bank of gauges above the centre console display turbocharger boost pressure, oil temperature and oil pressure.

Throughout the cabin, the distinctive blue RS theme is echoed through stitching on the seats, steering wheel, floor mats and interior trim, the coloured graphic on the gear shifter, and via the RS logo itself, which is proudly displayed on the seats, steering wheel and door scuff plates.

4 striking exterior colours include Nitrous Blue, a vibrant 4-coat metallic finish exclusive to the RS, as well as Stealth Grey, Absolute Black and Frozen White. The car revealed in Cologne features the same special Liquid Blue colour scheme first seen on the all-new Ford GT revealed last month at the North American International Auto Show.

Rich heritage of innovation and performance

Since the first Ford RS models took to the road, the RS marque has been an essential element of Ford’;s DNA, delivering technical innovation and performance on road and track. Dating back to the early days of the company’;s success in “Rallye Sport,” the first RS models established a reputation for advanced technology and driving exhilaration that continues to this day.

“The all-new Focus RS is true to the core RS principles of innovative engineering and high performance. Driving enthusiasts have always aspired to own RS vehicles, and this is a heritage that inspires everyone within Ford,” said Joe Bakaj, vice president, Product Development, Ford of Europe.

Through the years, RS models have consistently pioneered innovative performance technologies, from powerful naturally-aspirated and turbocharged powertrains and sophisticated aerodynamic aids to advanced front-wheel-drive and all-wheel-drive drivelines.

Vehicles that pioneered AWD technology include the exotic 1984 mid-engined RS200 destined for Group B rallying, the 1990 Sierra RS Cosworth 4×4, the spectacular Escort RS Cosworth and the 1994 Escort RS2000 4×4.

The original 215 PS Focus RS from 2002 featured a 2.0-litre turbocharged power unit and an advanced limited-slip differential. The second generation model sent 305 PS through its front wheels with a ground-breaking RevoKnuckle suspension design.

Ford Previews All-New Ford Focus RS

Far more Photos of the 2017 Ford F-150 Raptor You Say? Why, Yes, Have This High-Res Goodness

2017 Ford F-150 Raptor

Ford may possibly have owned the 2015 Detroit auto show, but not every single element of it auto-show performance was to our liking. Take, for instance, Ford’;s debut of the epic 2017 F-150 Raptor. Positive, with an anticipated 450–500 horsepower, yoga-like levels of suspension articulation, and bad-ass appears, it’;s awesome. but why was the show-floor instance so . . . clean? C’;mon, Ford, get it together—cover this factor in mud STAT. The bright side is that the truck’;s cleanliness permitted us to capture its every single detail in these glorious pictures.

Like the original Raptor, the 2017 model wears huge “Ford” lettering across its grille, and, thanks to its width, federally mandated marker lights.

Oh, look, Ford slapped “Ford” lettering on the tailgate, also. Nice.

Sweet pumped-out fenders look even sweeter with gnarly decals.

This view greatest shows off the Raptor’;s added width relative to pedestrian F-150s.

In place of the outgoing Raptor’;s 411-hp 6.2-liter V-8, the new Raptor gets the very first of Ford’;s next-generation twin-turbocharged 3.5-liter EcoBoost V-6 engines. Output is anticipated to crest 450 horsepower, far more than adequate to break cost-free from this caged auto-show purgatory.

Bolted to the new EcoBoost engine is Ford’;s first 10-speed automatic. Also sitting amidships? A novel transfer case that can switch in between standard locked 4-wheel drive and an automatic all-wheel drive setup.

As did the regular F-150, the Raptor switches to a fully aluminum body. The frame is nonetheless steel, and it has been reinforced relative to the non-Raptor F-150′s. Combined with a composite hood and front fenders, the new body supplies chop a claimed 500 pounds from the truck’;s curb w7

The slight stadium-truck-style upkick to the rear quarter panel is each new and amazing. Also new is a correct dual-exhaust technique with a pair of rear-bumper outlets.

In case you had been curious, yes, the 2017 Ford F-150′s doors do open. Just like a normal F-150′s, as well!

The 17-inch aluminum wheels look excellent, but the 35-inch BFGoodrich All-Terrain T/A K02 tires really steal the show.

Yes, that’;s a stripe marking top-dead center on the steering wheel. When you happen to be bouncing across the desert at triple-digit speeds, such a factor is really handy.

The Raptor will be available in 2 wheelbases when it goes on sale. A shorter 133-inch length (extended cab) and a longer 145-inch size for the 4-door SuperCrew model. You happen to be seeking at the extended-cab (SuperCab) model.

Remote-reservoir, internal bypass Fox Racing shocks are the Raptor’;s killer app, capable of chewing up large obstacles at speed and spitting them back out with no complaint. Ford upped the diameter of the shocks from 2.5 inches to 3. for 2017.

In addition to embiggening the shocks, Ford also increased suspension travel front and rear. The front now articulates a complete 11.2 inches, even though the strong rear axle can swing by way of a 12.1-inch variety. This need to make certain that Raptor owners see their fair share of consequence-free of charge jumps. Can you inform we’;re excited to drive this point?

Far more Photos of the 2017 Ford F-150 Raptor You Say? Why, Yes, Have This High-Res Goodness

2016 Ford Explorer Priced, New Variety-Topping Trim Level Added

Ford’s heavily refreshed Explorer is due out soon, and so it is time for the company to release official pricing for the stylish 3-row family members hauler. Although the base Explorer rings in at the same $ 31,595, the mid- and upper-level XLT and Limited see $ 400 and $ 3100 increases, whilst the zesty Sport model’s MSRP rises by $ 200. The all-new, variety-topping Platinum breaks new ground for the Explorer line by beginning above $ 50,000. Full pricing, model-by-model, under:

Explorer: $ 31,595 (+$ 2000 for all-wheel drive) contains Ford’s 290-hp 3.5-liter V-6 with a 6-speed automatic transmission, LED low-beam headlights, LED taillights, 18-inch aluminum wheels, Sync voice-operated infotainment system, a 6-way power driver’s seat, fold-flat third-row seat, cruise control, and remote keyless entry. Options consist of Ford’s $ 995 285-hp turbocharged 2.3-liter EcoBoost 4-cylinder engine and $ 170 inflatable rear seatbelts.

Explorer XLT: $ 34,295 (+$ 2000 for all-wheel drive) adds physique-colour bumpers, door mirrors, and door handles metal-look grille fog lamps 8-way power driver’s seat 6-way energy passenger seat leather-wrapped steering wheel and shift knob and backup sensors. Possibilities include Ford’s $ 995 285-hp turbocharged 2.3-liter EcoBoost 4-cylinder engine the $ 1500 Gear Group 201A (9-speaker premium audio program, auto-dimming rearview mirror, dual-zone automatic climate handle, remote engine beginning) the $ 3000 Gear Group 202A (same as 201A, but adds front parking sensors, a comfort package, and leather seats), and a $ 650 bundle with blind-spot monitoring, inflatable rear seatbelts, blind-spot monitoring, rear cross targeted traffic alert, and an auto-dimming rearview mirror.

Explorer Restricted: $ 42,195 (+$ 2000 for all-wheel drive) adds 20-inch aluminum wheels, silver-finished grille, energy-opening tailgate, Sync with MyFord Touch, leather seating surfaces, heated and ventilated front seats, heated steering wheel, power tilting/telescoping steering wheel, power-adjustable pedals, power-folding third-row seat, dual-zone automatic climate handle, memory seat settings, front parking sensors, front and rear self-cleaning parking cameras, and remote engine beginning. Choices include Ford’s $ 995 285-hp turbocharged 2.3-liter EcoBoost 4-cylinder engine a $ 2000 security package code-named Gear Group 301A (rain-sensing windshield wipers, inflatable rear seatbelts, auto-dimming door mirrors, blind-spot monitoring, rear cross-traffic alert, Active Park Help self-parking program, lane-departure warning, and lane-maintaining assist and a $ 1595 dual-panel sunroof.

Explorer Sport: $ 44,195 all-wheel drive is standard, as is Ford’s 365-hp twin-turbocharged 3.5-liter EcoBoost V-6. Sport-distinct gear contains a sports suspension, an engine-oil cooler, 20-inch wheels with painted inserts, and black-painted grille and door mirrors. Relative to the Limited, the Sport does with out common heated and ventilated front seats, a heated steering wheel, power-folding third-row seat, or energy adjustable pedals. All of that, plus navigation, blind-spot monitoring, inflatable rear seatbelt airbags, rear cross-visitors alert, and power-folding door mirrors can be had in the $ 4300 Equipment Group 401A bundle. Other essential options contain a $ 1595 dual-panel sunroof, $ 1150 adaptive cruise control, and $ 550 foot-activation for the power tailgate.

Explorer Platinum: $ 53,495 adds unique 20-inch wheels and a chrome grille, door mirrors, and exterior trim. Also adds a the Sport’s twin-turbo EcoBoost V-6 and a dual-panel sunroof as standard, as well as automatic high beams, a wood steering wheel, adaptive cruise control, navigation, blind-spot monitoring, Active Park Help, rear cross-visitors alert, lane-maintaining assist, and inflatable rear seatbelts. The only choices contain a $ 150 center rear console (which requires the $ 695 second-row captain’s chair selection) and a $ 1995 DVD rear-seat entertainment system.

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The actually big news in Explorer-land is the new Platinum trim, which marks new value territory for the Explorer. At more than $ 53K, is an Explorer nonetheless worth cutting the verify? That observation will have to wait for our first drive of the refreshed-for-2016 model, but in the meantime, it is worth celebrating that the lesser Explorers’ optional EcoBoost 4-cylinder can for the very first time be paired with all-wheel drive. The old 4 wasn’t effective sufficient to deal with the AWD Explorer’s mass—it was barely capable of maintaining it collectively with the FWD Explorer’s mass—but the bigger new turbo 4 pumps out a almost as a lot horsepower as the base V-6 (285 compared to 290) and way much more torque (305 lb-ft compared to a measly 255). Fuel economy information ought to be out soon, which will confirm regardless of whether the burlier EcoBoost 4 matches or exceeds the old one’s EPA ratings, but we prescribe to the notion that more power must up genuine-globe efficiency given that drivers will not need to put the spurs to the factor just to hold pace with Priuses. As for the rest of the Explorer, well, it should prove as compelling as ever—especially the enjoyable Sport model—and, as a bonus, it now appears even more like a Variety Rover.

2016 Ford Explorer Priced, New Variety-Topping Trim Level Added

Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]

The magnetism of the Ford GT is so strong that the gaggle of lenses and gawkers surrounding the vehicle at the North American International Auto Show left the GT350R and new Raptor virtually ignored on their turntables. Either 1 of those machines would typically draw a throng of people powerful adequate to generate its personal minor gravitational field, but the GT yanked the spotlight from each, as effectively as almost everything else in Cobo Center.

In a year that saw the reveal of the new CTS-V, the Alfa 4C Spider, the refreshed BMW M6, and the long-awaited production-spec look of the Acura NSX, that’s no mean feat.

But the niggling question hangs in the minds of many—what does FoMoCo’s new supercar sound like? It is a longstanding jab at the Viper that the V-10 snake sounds like a United Parcel Service car at idle. Scratch that. The GT is the new king of the demonic delivery trucks. The 3.5-liter V-6 garble-gargles by means of its high-mounted tailpipes, whilst the twin turbos send their barbaric whirring hiss echoing by way of the taillight tubes. If Steven Spielberg’s Duel have been remade by Michael Bay, it’s the noise the film’s menacing Peterbilt would make at rest. Watch the clip below to see what we imply.

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Death-Dealing Diesel? No! It’s the 2017 Ford GT At Idle! [w/ Video]