#ford expedition ecoboost acceleration

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Where to sell my Ford F150 Lightning for Best price of used 2021 model car

The F-150 Lightning continues to resemble its gas-powered predecessor physically. Customers will have a choice between a smaller extended-range battery, which is expected to have a range of 300 miles, and a larger standard-range battery, which can travel about 230 miles on a full charge. The entry-level model of the 2022 F-150 Lightning will cost roughly $40,000. The $53,000 XLT will be the mid-level model. Destination costs are not included in any price. They also don't account for the $7,500 federal EV tax credit that is readily available.

The Ford F-150 Lightning resembles the F-150 not only in appearance but also in size. The F-150 Lightning pickup, which is initially only offered as a crew cab (the pickup variant with the largest second row) with a 5.5-foot bed, measures 232.7 inches in length, and has a 145-inch wheelbase. Both measurements are within a few millimeters of the 231.7-inch length and 145.5-inch wheelbase of the normal F-150. (In comparison, the well-known Ford Expedition full-size SUV has a wheelbase of 122.5 inches and a length of 210.0 inches.)

Up to 10,000 pounds may be pulled by the F-150 Lightning or 7,700 pounds with the standard-range battery. However, it falls short of the 14,000-pound maximum towing capacity of an equivalently equipped F-150 with a 3.5-liter turbocharged (EcoBoost) V6 engine. (To be fair, many regular F-150 configurations also fail to surpass the 10,000-pound mark.) The F-150 Lightning is comparable to contemporaries with a payload rating of 2,000 pounds (1,800 pounds with an extended-range battery).

Features:

·   Two fixed magnet AC motors, one positioned on each axle to provide four-wheel drive, power the F-150 Lightning. There are two liquid-cooled lithium-ion battery packs on the market. 426 horsepower is available from the 230-mile 10.5 kW standard-range battery, and 563 horsepower is available from the 300-mile 17.6 kW extended-range battery. Both have 775 pound-feet of torque. Kilowatt-hours, the standard unit of battery capacity, were not provided by Ford (kWh).

·   Faster still, the F-150 Lightning is amazing. The longer-range version can go from 0 to 60 mph in between three and four seconds. That is quicker than the Ford Raptor, the F-150's highest-performance internal combustion engine. The front trunk of the Raptor and other standard F-150 vehicles, which has enough space to accommodate two sets of golf clubs and goods weighing up to 400 pounds, takes up the whole space under the hood that an engine normally occupies.

·   Ford will provide three different levels of home charging choices, with the 32-amp Ford mobile-charging device coming standard with a lease or purchase and operating on either 120- or 240-volt domestic AC. According to Ford, the extended range battery will be fully recharged in 19 hours and the normal range battery in 14 hours. An optional wall-mounted Ford Connected charging station has a 48-amp capacity.

·   Customers that have access to a DC Level 2 50 kW fast-charging station from Electrify America may charge their batteries from 15% to 80% in 91 minutes for the basic battery and 122 minutes for the extended battery. The timeframes are reduced to roughly 40 minutes for both batteries when using a DC charger that produces the full 150 kW of power.

·   The Ford F-150 Lightning has 'BlueCruise' technology. It reminds me of the children's television series Blue's Clues and can also accelerate, brake, and steer for you on some roads, similar to Tesla's Autopilot technology. However, don't believe that using it will allow you to text while driving; there is a sensor on the dashboard to ensure that you are paying attention at all times.

·   Over-the-air software upgrades are also supported by the F-150 Lightning, keeping the electric system up to date and perhaps enhancing range and performance over time.

·   Although the Ford F-150 Lightning's interior is fundamentally identical to that of the ordinary truck, it does receive a few cool enhancements. The new 15.5-inch touchscreen infotainment system, which is a significant upgrade from the original 12-inch system and supports Android Auto and Apple CarPlay as well as having Amazon Alexa built-in, is the literal largest.

Sellmyev is one such company where you can Sell Ford F150 Lightning. You will get the Best price for the used Ford F150 Lightning 2021 and a same-day payment system. You can also Sell Ford F150 Lightning online as they provide convenient service. To sell my used Ford F150 Lightning 2022, I need not come and visit to complete the transaction rather they set up a date and time for transportation to come and pick up the car. You can carry out transactions at home or in person at one of our sites.

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2019 Ford Expedition EcoBoost Specification and Price

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2019 Ford Expedition EcoBoost Specification and Price

2019 Ford Expedition EcoBoost Specification and Price – The Ford Expedition is still available simply because of the past simply because of the 1990s, and having to pay the small visit a redesign for 2003, the enterprise without other individuals identifies this all-new model as just the next improvement of its largest SUV. Irrespective of how you consist of the types, the Expedition’s redone is expanded earlier expected, in item for this provides reduced changes that are considerable.

2019 Ford Expedition EcoBoost Redesign

Ford is correct the new C-framework fog lighting summarizes seen on the present F-150 and joins them into the grille. The sideways grille remains nevertheless with littler breaks and various strategies as for every the minimize degree. Each front lights and grille are most often higher approximated in extents, as does the Ford emblem. The improved hood is a great deal far more rakish prompting to aa part a lot more different physical appearance. Portage likewise offered a ton of required security and straightforwardness improvements to the 2019 Ford Journey EcoBoost. These kinds of as Sync 3 and Sync Connect with Apple company business CarPlay and Google Android os Auto capabilities, wi-fi item asking for in the inside of video games console, and also an instantly reachable Wi-Fi hotspot with a 50-feet operate. 6 USB 2. plug-ins (two for each collection), a couple of 12-volt manage sources, and an 110-voltage Air conditioning electrical wall plug are regular, despite the proven fact that a 12-speaker Bang and Olufsen sound platform and a time push headrest-released joy program are also accessible. Ford ensures the Expedition has 40 new-to-the-show features and alternatively available car owner-support innovations. Handling is recommended with a 360-training camera, auto avoiding signals, and trailers strengthening assist. Similarly, it will provide you program looking after assistance, flexible extravagance voyage internationally, pre-crash notify with programmed braking, and sightless area following.

Ford brought up the 2019 Ford Expedition EcoBoost beltline and increased the dimension of the C-column considerably as the automaker does with the much more tiny Explorer. A single of a kind body series now operates together with the item of the SUV, from fog light-weight to tail light. The rear spoiler presumes an element in a sportier customer user profile.Getting a examine the back thoroughly, the boxier explain delivers the SUV a much more sturdy physical appearance versus the considerably more altered discloses up of the outbound Expedition. C-framework taillights transform the easy rectangle-recognized taillights of the extremely very last gen show. The back once again defends shows up better, which functions the Expedition’s dimensions when used a gander at from driving.As for the inside of, the little-adjusted blowing wind provides atmosphere air vents in the midsection group are supplanted by bigger examined by way of and thru vents, and the infotainment show display increases and provides Ford’s Sync 3 infotainment method. The top of the bottom shifter is shown a rotational control, and the several talked directing tire has a good deal more contemporary describe with a lot more full palm holds.

2019 Ford Expedition EcoBoost Engine

The Expedition helps to always keep 2019 Ford Expedition EcoBoost-noted turbocharging and quick energy shot improvements, but the old twin-turbocharged 3.5-liter V6 continues turning into substituted with standing-of-the-art, 2nd gen version current in the 2017 F-150, designed with both port and very first energy photo. In the F-set up, it is going to make 375 movements at 5000 rpm and 470 lb-feet of torque at 3500 rpm. However, no effectiveness remains confirmed for the Expedition but. Due to the truth, Ford claims the motor was tuned Contrastingly in this post; the most severe rankings may change. Create of the extroverted truck’s six-speed auto transmission, the re-made version utilizes the new 10-speed digital also present in the F-150 and co-planned by Ford and Simple Engines. Ford threw out the standard alter lever for a spinning details selector. Just beneath it is a travel atmosphere shift which offers Common, Sport, Draw/Haul, Eco, Yard/Pea pea gravel/Snowfall, Sand, and Grime/Rut arrangements. A reachable electronic innovative minimal fall differential additionally is new.

2019 Ford Expedition EcoBoost Price and Release Date

Also, the Journey and the produced wheelbase Expedition L is going to be practical in a handful of tidy sums XLT, Constrained, and Platinum (there’s furthermore an XL for Armadas). The new model keeps supplying this tumble; rates should be proclaimed by the full of a midsection of the year, nonetheless don’t look for the new truck to go incredibly far away from the provided range, which handles from approximately $48,000 to $72,000.

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2021 Cadillac Escalade vs. Lincoln Navigator: American Luxury SUV Icons Compared

The 2021 Cadillac Escalade is here, and America’s appetite for spendy SUVs—make that mankind’s global appetite for them—appears to be insatiable. For decades the king of the ute world was Land Rover’s Range Rover. Then in May 1997 Lincoln launched a tinseled-up Ford Expedition called the Navigator, and the market’s affinity for it forced Cadillac to hastily smear some extra lipstick on a GMC Yukon Denali and launch the Escalade. Now that nearly every top luxury car brand has either released or announced a new SUV of its own, the established luxe-ute purveyors are scrambling to trowel on even more luxury and ostentation. Witness the Land Rover Range Rover SVAutobiography P525, the Lincoln Navigator Black Label, and now the 2021 Cadillac Escalade—available for the first time in Sport or Luxury trim. So which of the two storied American brands is likely to prevail in the inevitable comparison test expected this summer? Let’s handicap their odds.

2021 Escalade vs. Navigator: Power and Performance

Lincoln’s most recent powertrain upgrade leapfrogged Cadillac, boosting output of its twin-turbo EcoBoost V-6 to 450 hp and 510 lb-ft of torque and routing it all through a new 10-speed automatic transmission. For 2021 Cadillac is ceding the high power and torque ground to Lincoln by retaining its 420-hp, 460-lb-ft 6.2-liter small-block V-8 (albeit now with dynamic fuel management and auto stop/start). That V-8 will, however, now bolt up to a 10-speed transmission that shares its essential design with the Ford/Lincoln ’box, but with independent tuning, specification, and manufacture. Our quickest current-gen eight-speed Escalade essentially ran neck-and-neck with a more heavily optioned Navigator that weighed nearly 300 pounds more. The new Escalade’s independent rear suspension and added feature content may well add enough weight to offset any acceleration advantage its two new gear ratios provide, so let’s call this a wash. Cadillac will eventually offer a 277-hp, 460-lb-ft turbodiesel inline-six engine in the new Escalade that will surely slow it down but deliver impressive fuel economy.

2021 Escalade vs. Navigator: Trailer Towing Capability

The new Escalade gets all the trailer-towing gear its Chevy/GMC brethren offer, including nine camera views (including reverse trajectory view), extended side blind zone alert, trailer-lights test, trailer theft alert, auto park brake, trailer tire pressure monitoring, plus myCadillac app trailering profiles. Lincoln offers many of these along with a feature that trumps Cadillac—Trailer Backup Assist. This lets you steer a reversing trailer using only a rotary knob on the console. GM has yet to divulge tow ratings for any of its new full-size utes, but we expect the Cadillac’s to meet or slightly exceed Lincoln’s 8,100–8,700-pound ratings.

2021 Escalade vs. Navigator: Passenger and Cargo Space

We’re astonished that Cadillac has ceded the packaging and ride advantages of an independent rear suspension to Lincoln for 19 years, but at long bloody last that space-consuming live axle has been canned. This change, and the 4.9-inch wheelbase stretch on the shorter Escalade, combine to substantially narrow the gap in passenger volume that existed between the short-wheelbase Escalade and Navigator. Most of the interior dimensional differences are now small enough to go unnoticed, except for third-row legroom. Here Lincoln retains an advantage of 7.4 inches in the short-body Navigator and 5.7 inches on the stretched model, which erases Cadillac’s slight advantage in front- and middle-seat spaciousness. Cadillac’s total passenger space still comes up 17.8 cubic feet smaller in the standard length; it’s 9.0 cubes smaller when comparing the stretched versions. It’s interesting to note that the third-row seat dimensions are identical in the short and long Lincolns—and roomier than either Cadillac. Cadillac smites Lincoln in cargo capacity, however, accommodating 19.6 to 24.5 cubic feet more stuff with all seats down, 15.2 to 19.6 more cubes behind the middle row, and 6.2 to 6.8 more in the wayback.

2021 Escalade vs. Navigator: Features and Amenities

Each of these trucks serves as its brand’s flagship and rakes in epic profits, so few expenses have been spared on either, and both come seriously loaded. Cadillac is claiming some industry firsts—not just Navigator-trumping segment firsts—for this 2021 Escalade. The most obvious of these is its 38 combined inches of curved OLED ultra-high-def, high-contrast screens. Super Cruise is another industry-leading feature, delivering true hands-off-the-wheel driver assistance on 200,000-plus miles of highway under proper conditions. The system adds lane-change assist for 2021 (and Super Cruise will not be offered on GMC Yukon Denali or other platform mates). Cadillac will also be the first automaker to offer a branded premium audio system from microphone and headphone specialists AKG (a Harman company). Actually, make that two systems, with the baser one featuring 19 speakers and the uplevel setup packing 36 (!) speakers into the new Escalade’s innards. We’ll need to do some back-to-back listening with the Navigator’s 14- and 20-speaker Revel audio systems (also by Harman) to crown a jams champ. The new Cadillac Escalade wins the rear-seat entertainment battle with available 12.6-inch screens besting Lincoln’s 10.0-inchers. All 2021 Escalades ride on 22-inch wheels; base Lincolns make do with 20s. Soft-close doors are optional at Cadillac and not available on the Lincoln. Lincoln’s Perfect Position seats adjust 30 ways; Cadillac’s seats are less adjustable.

2021 Escalade vs. Navigator: Luxury/Craftsmanship

As transaction prices have risen, both companies have seriously upped their interior design and execution games. Lincoln accomplished a quantum leapfrogging of Cadillac with the level of perceived quality and craftsmanship of its 2018 Navigator. It offers three elaborate color schemes for the top Black Label trim level: Yacht Club blue with white piping and whitewashed teak trim; Chalet with Espresso and Alpine leather accented by Silverwood trim; and Destination in Mahogany red leather featuring diamond stitching and khaya wood trim.

Now it’s Cadillac’s turn. Four extra-fancy interiors include Very Dark Atmosphere/Brandy, a two-tone interior featuring faceted quilting—a unique pattern requiring a custom stitch pattern that looks sort of like a diamond with a drop shadow. It’s accented by fineline Brandy wood. Next up are monochrome Jet Black and Jet Black with Bittersweet (maroon), each of which feature Mondrian quilting on the seat inserts. Picture aligned vertical double-stitches, inside of which are rectangles of different sizes divided by either double or triple stitches. Centered and inset within each of these is a rectangle of dot perforations. But the ne plus ultra interior is Gideon/Whisper Beige (picture mocha and cream) with linear marquetry wood trim. Remember the Escala show car from Pebble Beach 2016? That interior debuted the Escalade’s curved OLED screen and featured liberal use of a beige fabric that looks like expensive suit material. The top Escalade interior apes the Escala’s quite faithfully. Several species of wood are used throughout the eight different Escalade interiors, including one that appears to involve gluing stacks of long matchsticks at various angles and slicing through them so that they end up looking like woven carbon fiber.

Trust us, both Cadillac and Lincoln are delivering serious wow factor. Budget plenty of showroom time at both dealers before you pick a favorite.

More 2021 Cadillac Escalade

2021 Escalade First Look: Specs, Trims, and More

2021 Cadillac Escalade vs. 2021 GMC Yukon Denali, Chevy Tahoe High Country

Fast Facts: The Escalade’s Giant, Curved 38-Inch OLED Screen

2021 Cadillac Escalade/ESV 2020 Lincoln Navigator/L BASE PRICE $77,500-$102,000 (estimated) $77,120-$101,265 VEHICLE LAYOUT Front-engine, RWD/AWD, 8-pass, 4-door SUV Front-engine, RWD/AWD, 7-8-pass, 4-door SUV ENGINES 6.2L/420-hp/460-lb-ft OHV 16-valve V-8; 3.0L/277-hp/460-lb-ft DOHC 24-valve turbodiesel I-6 3.5L/450-hp/510-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 10-speed automatic 10-speed automatic CURB WEIGHT 5,650-6,350 lb (est) 5,700-6,050 lb (mfr) WHEELBASE 120.9-134.1 in 122.5-131.6 in LENGTH X WIDTH X HEIGHT 211.0 x 81.0-81.1 x 76.4-76.6 in 210.0-221.9 x 78.8 x 76.1-76.4 in HEADROOM, F/M/R 42.3/38.9/38.2 in 39.5-41.8/37.9-40.0/37.3-37.4 in LEGROOM, F/M/R 44.5/41.7/34.9-36.6 in 43.9/41.1/42.3 SHOULDER ROOM, F/M/R 65.5/64.6/62.7-62.8 in 65.2/65.1/64.2-64.3 PASSENGER VOL, F/M/R 71.4/60.6/45.2-47.4 cu ft 65.4-69.2/58.7-61.9/55.1-55.3 cu ft CARGO VOL, Beh F/M/R 122.9-144.7/72.7-92.9/25.5-41.1 cu ft 103.3-120.2/57.5-73.3/19.3-34.3 cu ft 0-60 MPH 5.5-8.0 sec (MT est) 5.6-6.8 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet tested 16/21-22/18-19 mpg ON SALE IN U.S. Summer 2020 Currently

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2018 Ford Expedition Max Limited

Steal the scene when you pull up in our great looking 2018 Ford Expedition Limited MAX that's proudly presented in Shadow Black! Fueled by an impressive TurboCharged 3.5 Liter EcoBoost V6 that produces 375hp while paired with an innovative 10 Speed SelectShift Automatic transmission for quick acceleration! Command the road in our Rear Wheel Drive Expedition Limited and still score near 22mpg on the highway.

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2018 Ford Expedition Release Date, Specs, Price

2018 Ford Expedition Release Date, Specs, Price – The automotive go to be ready for the discharge date in 2018 and that we are expected to urge an additional economical and improved Expedition automotive. It seems that they need finally determined to introduce a similar quite changes to the Expedition that eth F-150 has created. however the factor is that the Expedition model was rather heavier than the F-150, however, it solely means it’ll get it on lots of excellent to include a similar quite technology and updates that it’s.

    First of all, the first Expedition automotive was truly supported the look that was created for the F-150. however, as years glided by the cars were separated and therefore the variations between them began to get larger and larger. for example, this Ford Expedition uses AN freelance rear suspension whereas the F-150 continues to be employing a solid shaft and spring setup. the outside for them has additionally taken a good departure ever since the ascension of the second generation F-150 that started in 2003.

The third-generation of the Expedition cars came back and began borrowing additional from the F-150 model and that we saw some additional changes in 2007, with the most recent facelift adopted in 2014. however because it was reported, the most recent 2018 version of the Ford Expedition model can embrace a mode modification which can see it adopt lots of additional elements from this F-150 model.

2018 Ford Expedition Exterior Design

The exterior look of the 2018 Ford Expedition goes to be like the F-150 one. you’ll be able to expect to envision the front grille and headlights with chrome accents and semiconductor diode lights designed for the side of the automotive. The doors and therefore the facet profile can use a similar quite styling and there are progressing to be some intercalary door handles, blacked out pillars, and driver facet numbered data input device. We will already spot the horizontal chrome bars on the grille through the camouflage and because it looks most of the engine cooling options are placed within the lower grille.

  The windscreen is aggressive raked and it’ll protect the mechanics of the automotive a trifle likewise. The utility facet of the Expedition is being unbroken and it’s clearly discernible by the pillars that ar placed here. The buns incorporate a sloping car window and therefore the rear glass seems because it has its own elevate handle which suggests that it’s progressing to be open individually from the most liftgate hatch. we tend to additionally expect to envision the semiconductor diode rear lighting likewise.

  2018 Ford Expedition  Interior Facelift

The inside of the 2018 Ford Expedition continues to be hazy. There are not any photos of the within of the automotive taken thus far, however as we tend to expect it the model can share lots of the inside with the F150 model. this may not solely scale back production prices for the corporate however it’ll additionally change the continuity between these 2 cars and facilitate it grow.

You can expect to envision 3 rows of seats and enough area to accommodate eight folks promptly. however if you selected the second row of captain’s chairs it’ll scale back the seating to seven folks. there’s likely to be AN offered power-fold-flat choice, which can create it easier to lower and lift each the second and third rows.

  The Expedition can most likely supply the most recent that the Ford technology will offer. Sync3 goes to be created offered and there’s progress to be an outsized movie screen to assist you to use it. we tend to additionally expect a similar analog gauge within the cluster as seen within the F-150 model.

    We will additionally expect to envision the most recent 2018 Ford Expedition blessed with the most recent safety technology with the whole can offer. These are progressing to embrace similar quite instrumentation found within the F-150 likewise and that we will definitely be able to expect to reconcile automatic emergency braking, control, lane keep assist, lane departure warning, blind spot watching, and a 360-degree camera system. to assist this automotive to be competitive, we tend to additionally expect to envision some advanced and nonmandatory items of safety instrumentation that are likely to be used.

  2018 Ford Expedition  Engine Ability and Specs

It is expected that a similar powertrain gets to be used beneath the hood of the 2018 Ford Expedition because the 2017 F-150 has. this implies that the three.5-liter EcoBoost is used and can most likely create 375 HP and 470 pound-feet of force. The output may be a heap quite the other of the competitory models have going for it and can gift the best advantage for the 2017 Expedition.

Using this new style of the engine beneath the hood, the 2018 Ford Expedition relies on to produce higher acceleration rates. this implies that we tend to ar most likely gazing a performance of five.5 seconds to succeed in 0-60 mph and additionally there’s the ruled regulation of one hundred twenty mph.

The fuel economy ratings for the 2018 Expedition can presumably modification. The light-weight constitution of the automotive and therefore the new materials that are progressing to be used combined with the new engine sort are all progressing to wake up higher independent agency ratings. For now, this has not been tested nonetheless, however, the previous model scored sixteen mpg town, 22 highway, eighteen combined with RWD and 15/20/17 mpg with four-wheel drive employing a V-6 engine and it had 15/21/17 mpg for RWD, and 14/20/16 mpg with four-wheel drive with the V-8 engine. These numbers are progressing to be increased and can be higher with the introduced changes

2018 Ford Expedition Dimension and capability

By the appearance of the images and therefore the state the 2018 Ford Expedition is, we tend to are likely to urge a model that has a similar quite proportions that the customary Expedition has. there’s no would like for enhancements for currently and that we are fully content to urge the standard quite set up as we’ve seen from the previous model. This brings to AN overall length of 206.0 in, distance 119.0 in, height 77.2 in and dimension of seventy eight.8 in. The traveler volume is measured at 162 cubature unit whereas the freight bay is eighteen.6 cu ft. the burden of the automotive are some things that are progressing to be modified and that we predict for a huge reduced due to the light-weight technology transferred from the F-150.

  2018 Ford Expedition Release Date and Price

The recently free of the 2018 Ford Expedition doesn’t indicate that we tend to are progressing to get to model presently. there’s lots of labor that must be done and it’ll take lots of your time to create everything. Luckily, transferring the elements from the F-150 goes to be simple however the testing may take a trifle longer. that’s why we tend to ar manufacturing the model to urge 2018 Ford Expedition Release date for the center of 2018.

It might happen that the 2018 Ford Expedition doesn’t get an enormous increment. because it is employing a heap of light-weight materials and are probing to create the automotive lighter, we will expect lots of elements to be excluded. They additionally wish to stay the worth as competitive as potential and that they are progressing to keep it near this $46,225 that is that the base MSRP for the given version. however, the higher trims will go up to $70,000.

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One Week With: 2018 Toyota Land Cruiser

HUNTINGTON BEACH, California — Why does Toyota even still sell the Land Cruiser, anyway? It’s not an unreasonable question to ask. After all, sales added up to a mere 3,100 in 2017, making it one of the automaker’s slowest sellers. The short answer as to why there’s a 2018 Toyota Land Cruiser, however, is that there’s no reason for there not to be one. Allow me to explain.

Like the Mercedes-Benz G-Class, the Land Cruiser has evolved way past its purpose-built roots. But while the casual observer would be hard-pressed to tell the all-new 2019 G from a 1979 one without looking inside, no such confusion is in store for the Toyota.

It hasn’t been a fast evolution. The 2018 model year is number 11 for the J200 Land Cruiser, the longest run since the J50’s 13-year stint from 1967 to 1980. And despite massive technological progress in the years since its launch, the sixth-generation Cruiser hasn’t changed all that much, and is in many ways a time capsule from the late 2000s.

Practically teleported from the Great Recession is the Land Cruiser’s 5.7-liter 3UR-FE V-8. Launched in 2007 for the Toyota Tundra and Sequoia, the naturally aspirated mill has gone unchanged since, with output staying at 381 hp and 401 lb-ft the entire time. An eight-speed automatic replaced the original six-speed in 2016, giving the old eight-cylinder a slight extension on its lease on life.

Despite the engine’s age, it does an admirable job of the primary task at hand, which is pulling 5,815-lb worth of SUV fast enough to safely accelerate into traffic. Don’t expect fast kickdowns and rapid turbo-spools when you mash the accelerator, as this is no EcoBoost-powered Ford Expedition or twin-turbo German.

Braking is basically the opposite of accelerating. The 13.9-inch front and 13.6-inch rear discs make the four 285/60R18 Dunlop Grandtrek AT20s stop spinning without undue discomfort, but you’ll want to avoid panic stops—the nose dives considerably thanks to its considerable weight and off-road-spec, hydraulically adjusted Kinetic Dynamic Suspension System.

Boosting the vintage feel is Land Cruiser’s heavy and slow steering. An asset while crawling up a mountain, it is almost laborious to work while crawling through a parking lot—and there’s a slight excess of on-center play for comfort on the freeway.

The experience isn’t entirely devoid of modernity, however. Adaptive cruise control, pre-collision warning, and automated emergency braking are standard courtesy of the Toyota Safety Sense suite, for starters. There’s also a fresh version of Toyota’s Entune infotainment system with a 9.0-inch screen, multiple exterior cameras (on offer are front, side, and rear views), heated and ventilated front seats, and wireless charging. It’s a Lexus-esque feature list befitting the Land Cruiser’s Lexus-esque $84,890 base price.

Of course, nobody buys a Land Cruiser because it has a touchscreen and can cool your pants through its leather seats. There are plenty of choices that can do that while offering a more sumptuous and compliant ride. No, the special sauce here is the Range Rover-level capability that comes with it—highlights include full-time 4WD, crawl control, locking limited-slip center differential, the suspension’s ability to disconnect the anti-roll bars, and the Multi-Terrain Select system. That the number of new Land Cruisers in Orange County that will ever see proper dirt trails is close to zero is almost beside the point.

And therein lies part of the reason behind the Land Cruiser’s continued existence: branding. The second major part? There’s no downside for Toyota. It spends $0 on marketing for the Land Cruiser. Sticking with the same engine and design has limited the need for expensive crash and emissions testing, and most of the rest of the hardware has already been long since paid for. In short, a good chunk of the hefty sticker is no-effort profit.

Still, the forces of technology are progressing and the J200 is unlikely to have much life left. Updates made for 2016 give Toyota enough reason to keep it around until around 2020 or so.

As for a “J300,” well, the brand has been releasing plenty of concepts that draw on its off-road heritage as of late, so the outlook is positive. Just don’t be surprised if it comes with a plug for electricity or a pressurized tank for hydrogen. And given its history, it’ll likely come prepared to serve at least until 2030.

2018 Toyota Land Cruiser Specifications

ON SALE Now PRICE $84,890/$87,405 (base/as tested) ENGINE 5.7L DOHC 32-valve V-8/381 hp @ 5,600 rpm, 401 lb-ft @ 3,600 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 7-passenger, front-engine, 4WD SUV EPA MILEAGE 13/18 mpg (city/hwy) L x W x H 194.9 x 78.0 x 74.0 in WHEELBASE 111.2 in WEIGHT 5,815 lb 0-60 MPH 6.8 sec TOP SPEED N/A

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One Week With: 2018 Toyota Land Cruiser

HUNTINGTON BEACH, California — Why does Toyota even still sell the Land Cruiser, anyway? It’s not an unreasonable question to ask. After all, sales added up to a mere 3,100 in 2017, making it one of the automaker’s slowest sellers. The short answer as to why there’s a 2018 Toyota Land Cruiser, however, is that there’s no reason for there not to be one. Allow me to explain.

Like the Mercedes-Benz G-Class, the Land Cruiser has evolved way past its purpose-built roots. But while the casual observer would be hard-pressed to tell the all-new 2019 G from a 1979 one without looking inside, no such confusion is in store for the Toyota.

It hasn’t been a fast evolution. The 2018 model year is number 11 for the J200 Land Cruiser, the longest run since the J50’s 13-year stint from 1967 to 1980. And despite massive technological progress in the years since its launch, the sixth-generation Cruiser hasn’t changed all that much, and is in many ways a time capsule from the late 2000s.

Practically teleported from the Great Recession is the Land Cruiser’s 5.7-liter 3UR-FE V-8. Launched in 2007 for the Toyota Tundra and Sequoia, the naturally aspirated mill has gone unchanged since, with output staying at 381 hp and 401 lb-ft the entire time. An eight-speed automatic replaced the original six-speed in 2016, giving the old eight-cylinder a slight extension on its lease on life.

Despite the engine’s age, it does an admirable job of the primary task at hand, which is pulling 5,815-lb worth of SUV fast enough to safely accelerate into traffic. Don’t expect fast kickdowns and rapid turbo-spools when you mash the accelerator, as this is no EcoBoost-powered Ford Expedition or twin-turbo German.

Braking is basically the opposite of accelerating. The 13.9-inch front and 13.6-inch rear discs make the four 285/60R18 Dunlop Grandtrek AT20s stop spinning without undue discomfort, but you’ll want to avoid panic stops—the nose dives considerably thanks to its considerable weight and off-road-spec, hydraulically adjusted Kinetic Dynamic Suspension System.

Boosting the vintage feel is Land Cruiser’s heavy and slow steering. An asset while crawling up a mountain, it is almost laborious to work while crawling through a parking lot—and there’s a slight excess of on-center play for comfort on the freeway.

The experience isn’t entirely devoid of modernity, however. Adaptive cruise control, pre-collision warning, and automated emergency braking are standard courtesy of the Toyota Safety Sense suite, for starters. There’s also a fresh version of Toyota’s Entune infotainment system with a 9.0-inch screen, multiple exterior cameras (on offer are front, side, and rear views), heated and ventilated front seats, and wireless charging. It’s a Lexus-esque feature list befitting the Land Cruiser’s Lexus-esque $84,890 base price.

Of course, nobody buys a Land Cruiser because it has a touchscreen and can cool your pants through its leather seats. There are plenty of choices that can do that while offering a more sumptuous and compliant ride. No, the special sauce here is the Range Rover-level capability that comes with it—highlights include full-time 4WD, crawl control, locking limited-slip center differential, the suspension’s ability to disconnect the anti-roll bars, and the Multi-Terrain Select system. That the number of new Land Cruisers in Orange County that will ever see proper dirt trails is close to zero is almost beside the point.

And therein lies part of the reason behind the Land Cruiser’s continued existence: branding. The second major part? There’s no downside for Toyota. It spends $0 on marketing for the Land Cruiser. Sticking with the same engine and design has limited the need for expensive crash and emissions testing, and most of the rest of the hardware has already been long since paid for. In short, a good chunk of the hefty sticker is no-effort profit.

Still, the forces of technology are progressing and the J200 is unlikely to have much life left. Updates made for 2016 give Toyota enough reason to keep it around until around 2020 or so.

As for a “J300,” well, the brand has been releasing plenty of concepts that draw on its off-road heritage as of late, so the outlook is positive. Just don’t be surprised if it comes with a plug for electricity or a pressurized tank for hydrogen. And given its history, it’ll likely come prepared to serve at least until 2030.

2018 Toyota Land Cruiser Specifications

ON SALE Now PRICE $84,890/$87,405 (base/as tested) ENGINE 5.7L DOHC 32-valve V-8/381 hp @ 5,600 rpm, 401 lb-ft @ 3,600 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 7-passenger, front-engine, 4WD SUV EPA MILEAGE 13/18 mpg (city/hwy) L x W x H 194.9 x 78.0 x 74.0 in WHEELBASE 111.2 in WEIGHT 5,815 lb 0-60 MPH 6.8 sec TOP SPEED N/A

The post One Week With: 2018 Toyota Land Cruiser appeared first on IFTTT

[eddiejpoplar]

One Week With: 2018 Toyota Land Cruiser

HUNTINGTON BEACH, California — Why does Toyota even still sell the Land Cruiser, anyway? It’s not an unreasonable question to ask. After all, sales added up to a mere 3,100 in 2017, making it one of the automaker’s slowest sellers. The short answer as to why there’s a 2018 Toyota Land Cruiser, however, is that there’s no reason for there not to be one. Allow me to explain.

Like the Mercedes-Benz G-Class, the Land Cruiser has evolved way past its purpose-built roots. But while the casual observer would be hard-pressed to tell the all-new 2019 G from a 1979 one without looking inside, no such confusion is in store for the Toyota.

It hasn’t been a fast evolution. The 2018 model year is number 11 for the J200 Land Cruiser, the longest run since the J50’s 13-year stint from 1967 to 1980. And despite massive technological progress in the years since its launch, the sixth-generation Cruiser hasn’t changed all that much, and is in many ways a time capsule from the late 2000s.

Practically teleported from the Great Recession is the Land Cruiser’s 5.7-liter 3UR-FE V-8. Launched in 2007 for the Toyota Tundra and Sequoia, the naturally aspirated mill has gone unchanged since, with output staying at 381 hp and 401 lb-ft the entire time. An eight-speed automatic replaced the original six-speed in 2016, giving the old eight-cylinder a slight extension on its lease on life.

Despite the engine’s age, it does an admirable job of the primary task at hand, which is pulling 5,815-lb worth of SUV fast enough to safely accelerate into traffic. Don’t expect fast kickdowns and rapid turbo-spools when you mash the accelerator, as this is no EcoBoost-powered Ford Expedition or twin-turbo German.

Braking is basically the opposite of accelerating. The 13.9-inch front and 13.6-inch rear discs make the four 285/60R18 Dunlop Grandtrek AT20s stop spinning without undue discomfort, but you’ll want to avoid panic stops—the nose dives considerably thanks to its considerable weight and off-road-spec, hydraulically adjusted Kinetic Dynamic Suspension System.

Boosting the vintage feel is Land Cruiser’s heavy and slow steering. An asset while crawling up a mountain, it is almost laborious to work while crawling through a parking lot—and there’s a slight excess of on-center play for comfort on the freeway.

The experience isn’t entirely devoid of modernity, however. Adaptive cruise control, pre-collision warning, and automated emergency braking are standard courtesy of the Toyota Safety Sense suite, for starters. There’s also a fresh version of Toyota’s Entune infotainment system with a 9.0-inch screen, multiple exterior cameras (on offer are front, side, and rear views), heated and ventilated front seats, and wireless charging. It’s a Lexus-esque feature list befitting the Land Cruiser’s Lexus-esque $84,890 base price.

Of course, nobody buys a Land Cruiser because it has a touchscreen and can cool your pants through its leather seats. There are plenty of choices that can do that while offering a more sumptuous and compliant ride. No, the special sauce here is the Range Rover-level capability that comes with it—highlights include full-time 4WD, crawl control, locking limited-slip center differential, the suspension’s ability to disconnect the anti-roll bars, and the Multi-Terrain Select system. That the number of new Land Cruisers in Orange County that will ever see proper dirt trails is close to zero is almost beside the point.

And therein lies part of the reason behind the Land Cruiser’s continued existence: branding. The second major part? There’s no downside for Toyota. It spends $0 on marketing for the Land Cruiser. Sticking with the same engine and design has limited the need for expensive crash and emissions testing, and most of the rest of the hardware has already been long since paid for. In short, a good chunk of the hefty sticker is no-effort profit.

Still, the forces of technology are progressing and the J200 is unlikely to have much life left. Updates made for 2016 give Toyota enough reason to keep it around until around 2020 or so.

As for a “J300,” well, the brand has been releasing plenty of concepts that draw on its off-road heritage as of late, so the outlook is positive. Just don’t be surprised if it comes with a plug for electricity or a pressurized tank for hydrogen. And given its history, it’ll likely come prepared to serve at least until 2030.

2018 Toyota Land Cruiser Specifications

ON SALE Now PRICE $84,890/$87,405 (base/as tested) ENGINE 5.7L DOHC 32-valve V-8/381 hp @ 5,600 rpm, 401 lb-ft @ 3,600 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 7-passenger, front-engine, 4WD SUV EPA MILEAGE 13/18 mpg (city/hwy) L x W x H 194.9 x 78.0 x 74.0 in WHEELBASE 111.2 in WEIGHT 5,815 lb 0-60 MPH 6.8 sec TOP SPEED N/A

The post One Week With: 2018 Toyota Land Cruiser appeared first on IFTTT

[ramialkarmi]

Ford is taking another big risk with its new Expedition SUV (F)

In the aftermath of the financial crisis, Ford undertook a high-risk strategy to modernize its best-selling and most iconic vehicles.

The daring objective was to "future proof" the F-Series pickup trucks and to ensure that the Mustang could endure well into the 21st century.

These are vehicles that were forged in the heyday of dirt-cheap gas in the USA, the period following World War II. But cheap gas forever is a bad bet these days — a lesson that the auto industry learned the hard way several years back when fuel prices spiked near $5 a gallon in some parts of the country.

Government fuel-economy regulations are also set to become more stringent, although President Donald Trump's EPA might roll them back.

Ford was especially vulnerable to pricier gas. Big pickups like the F-150, with their powerful V8 engines, are gas hogs. The higher-performing trim levels of the Mustang are also thirsty consumers of petroleum.

Ford's strategy has been twofold: build the large vehicles using more lightweight aluminum; and develop more fuel-efficient engines, such as turbocharged six-cylinder powerplants than mimic V8s for the trucks and gas-electric hybrids for the Mustang, to enhance acceleration (electric motors provide a lot of pop off the line). 

The F-150 and the Super Duty pickups have been lightweighted, and now the Expedition SUV has gotten the treatment.

"[A]n all-new high-strength, aluminum-alloy body and redesigned high-strength steel frame form the foundation for Expedition’s rugged off-road and strong towing capabilities," Ford said in a statement announcing the revamped full-size SUV, the first thorough rework in over a decade.

"Thanks to the use of advanced materials, the all-new Expedition saves up to 300 pounds, and the team reinvested that weight savings everywhere it counts to give customers more technology and convenience features than ever before."

Ford is also touting the Expedition's upgraded technology and driver-assist features, but the combination of aluminum construction and the 3.5-liter EcoBoost turbo mated to a new 10-speed automatic is the real story (and we'll have to wait and see how that 10-speed performs, as transmissions with a lot of gears, while helping with fuel-economy, has proven to be buggy). 

The Expedition will arrive in "XLT, Limited and Platinum series," Ford said, adding that "[i]n addition, an XL version is available for fleet customers, from law enforcement to emergency services."

A stretched version of the new SUV will also be available, providing addition space in the seven-passenger configuration (and enabling the Expedition to perform limo duty).

According to Ford, the "Expedition is part of Ford’s plan to grow its SUV leadership with five new vehicles for North America in the next four years."

The Expedition goes on sale this fall. Pricing wasn't announced, but it should start just south of $50,000. And the SUV will be built in Kentucky, a point that Ford made quite clearly, and that should stand the company in good stead with the Trump administration.

SEE ALSO: The Porsche 911 Carrera is everything a sports car should be

Join the conversation about this story »

NOW WATCH: Ford just revealed some of the first production versions of its most expensive supercar — the Ford GT

[smoothshift]

Can somebody please explain to me the point of the 3.5L EcoBoost V6 motor, and why is Ford pushing it so hard in place of the V8? via /r/cars

Can somebody please explain to me the point of the 3.5L EcoBoost V6 motor, and why is Ford pushing it so hard in place of the V8?

Admittedly, I am a Ford guy (yes, Brand loyalty still exists for some of us), and I was taking a peak at the new F-150s. Basically, the main motor option is the 3.5L EcoBoost V6, and the 5.0 V8’s are becoming increasingly more difficult to find relative to V6 motors. The salesman was telling me how amazing the EcoBoost 3.5L V6 is, how it dominates the class in MPG, acceleration, performance and power.

But I got home and started reading about how many EcoBoost owners are actually getting worse MPG then the 5.0 V8 motor, and it’s especially noticeable compared to GM’s 6.2L Vortec V8. Here is some of the stuff I researched tonight:

For example, the 2016 Cadillac Escalade weighs 5,815 lbs, much heavier then the all-aluminum F-150.

It has a 420-HP, 460 lb-ft torque, 6.2L Vortec V8.

The 3-ton Escalade gets 23-25 MPG on the freeway.

The 5,815 lb Escalade does 0-60 in 5.8 seconds, which is obviously much faster then the EcoBoost V6, with a 2,000 lb weight disadvantage.

This same motor is found in the Silverado 1500, which does 0-60 in 5.6 seconds.

Both the Escalade and Silverado get better real world MPG then the 3.5L EcoBoost motor, and they make more power and are faster.

Why is it that Ford has an all-aluminum F-150 with the EcoBoost 3.5L V6, and has much worse performance and worse gas mileage then the V8?

Even the 390-Horsepower 5.0 V8 that ford offers in the F-150 gets slightly better MPG and is just as powerful as the 3.5L EcoBoost V6 – and they both have nearly identical 0-60 times.

Then you add in the fact that the EcoBoost turbos are prone to failure and generally are a higher-maintenance motor then the NA V8 5.0. And don’t even think about turning up the boost unless you want a new truck with no warranty.

Towing figures are also identical, with a slight edge to the 5.0 V8 (when towing 5,500 lbs, the V8 has the edge with MPG and 0-60 times).

But why do so many people claim that the V6 EcoBoost is the way of the future and is revolutionary, etc? GM produces a more powerful, faster and more efficient 6.2L V8 – and even with something like the new Escalade, which should not even be comparable at all considering the 6,000 lb weight of the Escalade.

And keep in mind that you can not even get the V8 anymore in the new Expedition, or the new F-150 Raptor.

Literally speaking, in the entire Ford lineup, you can only get a V8 in the Mustang and F-Series truck. Even Ford’s ‘luxury’ brand (Lincoln) does not offer a V8, at all.

Now, some will say that smaller displacement motors are the future, but why not have a small displacement V8? And if the EcoBoost V6 is such a ‘green’ and ‘progressive’ motor, why is that GM has a big 6.2L V8 that outperforms in on every level from performance to MPG – and in much heavier vehicles, I might add.

And obviously the flagship halo supercar, the Ford GT – only has a EcoBoost V6.

I would understand if the EcoBoost really was an efficient motor that made big power while preserving or increasing fuel mileage, but it’s literally worse then it’s V8 counterpart.

And people are just eating it all up. EcoBoost this, EcoBoost that, Ford is ‘progressive’, etc ,etc. But I feel as if great gas mileage is greater then the amount of cylinders a motor has. Just because it’s a “V8” doesn’t make it counter-progressive.

My theory is that Ford has marketed the EcoBoost so well to reflect the image of a ‘greener’ company, knowing that the average person won’t realize the discrepancy in numbers compared to the V8…and they certainly don’t want you to know that GM has built a NA V8 that is far more efficient and more powerful.

[jesusvasser]

First Drive: 2018 Ford Mustang GT Premium

MALIBU, California — Three years ago, Ford released what was considered by many to be the best Mustang GT ever—at least from a ride and handling standpoint given that it had finally been fitted with an independent rear suspension—sending the market’s last car with a solid rear axle out to pasture. But as Chevy continues to lob Camaro grenades Ford’s way in the continuing pony car wars, Dearborn’s engineers needed to retool and reload. Ford’s latest weapon is its newest best Mustang GT ever, which we’ve come to Malibu to ride.

Individually, the changes to the 2018 Ford Mustang GT aren’t that significant, but taken together they add up to an impressive overall package. On the cosmetic side of things, there’s an updated front end that includes a redesigned hood, grille, and fenders, plus standard LED headlamps, and updated optional LED turn signals and fog lamps. The rear wasn’t ignored, either; there, the entire 2018 Mustang lineup receives a redesigned fascia with updated LED taillamps and, for the GT, a standard quad-tip exhaust.

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

Of far greater significance to enthusiasts, however, are the mechanical updates to the 2018 Mustang GT, which mainly consist of additions rather than revisions, starting with the available MagneRide adjustable suspension previously found only on the Shelby GT350 (it’s available on the 2018 Mustang EcoBoost as well).

More power was another. For 2018, the Mustang GT’s 5.0-liter V-8 receives an extra 25 hp and 20 extra lb-ft of torque courtesy of multiple updates that include a higher redline of 7,500 rpm, bringing its output to 460 hp and 420 lb-ft. Ford hasn’t released any official performance numbers yet, but the extra juice should shave a couple of tenths off its acceleration times—a 2016 GT tested by our sister publication Motor Trend took 4.6 seconds to hit 60 mph, so expect the 2018 model to get there in 4.4 seconds or so.

Another piece of hardware that Ford thoroughly worked over is the GT’s six-speed manual transmission. Completely redesigned for 2018, the gearbox now features a twin-disc clutch and a dual-mass flywheel. The practical effect is that it’s a joy to row, offering crisp, smooth shifts and an easy to work clutch—practically the opposite of the heavy, springy pedal found in the Camaro. To those who say the manual is dead, Ford is clearly saying, “not yet.” Those that can’t or don’t want to operate a third pedal can opt for Ford’s new 10-speed automatic, which we’ll tell you about in the not-too-distant future. Given our recent experience with it in vehicles from the Raptor to the 2018 Expedition, we’re betting it’ll be good.

Opt for the GT’s $3,995 Performance Pack (you’d be silly not to) and you’ll get a set of goodies that includes 19-inch aluminum wheels, staggered Michelin Pilot Sport 4S tires (255/40R19 front, 275/40R19 rear), and upgraded front brakes consisting of six-piston Brembo calipers and 15.0-inch rotors (single-piston calipers and 13.0-inch rotors remain at the rear). The package also comes with an anti-roll bar, silver strut tower brace, larger radiator, a Torsen limited-slip differential, different tunes for the electronic power steering, chassis, ABS, and stability control, and a fancy aluminum instrument panel.

For maximum aural pleasure, you’ll want to check the box for the new Active Valve Performance Exhaust. The $895 bit lets you keep things calm and cool so you don’t anger the neighbors on the way to Cars and Coffee while also offering up opportunities for sonic nirvana during near-redline second gear tunnel blasts. All you have to do is change the drive mode using the handy center stack-mounted switch. In addition to turning up the volume, the more aggressive modes, which include Sport+ and Track, tighten up the adjustable suspension, steering, and throttle response.

The magnetic dampers give the Mustang a stable and compliant ride in almost every situation. On the overgrown autocross course that is Malibu’s Latigo Canyon Road—with its technically challenging corners and multiple elevation changes—the Mustang GT never got unsettled, even if the camber was off while the radius was decreasing and the pavement was uneven. A stand-alone option, MagneRide costs $1,695. Like the performance pack, it’s a piece you should scrape up the pennies to acquire.

Complementing the suspension is the Mustang’s well-sorted steering, which offers a healthy amount of resistance while delivering inputs to the front wheels in a linear and responsive manner. The Brembos are sports-car-proper as well and grab the rotors deliberately and progressively. And the sticky Michelins offer grip for days.

In all, pony car may not be the most appropriate descriptor of the 2018 Mustang GT. Instead, it feels like a bona fide, purebred sports car, ready to tussle with the best Europe has to offer. And unlike most of Ze Germanz (and Italians and Britons), all of this performance can be had for less than $50,000.

The Race Red-painted, Equipment Group 401A-equipped tester you see here (the pack includes the digital gauge cluster, heated steering wheel, Wi-Fi hotspot, navigation, and a few premium interior treatments) rang in at $50,770. But unless you’re planning on using your Mustang GT as a track-day hero, you can safely skip the $1,595 Recaro seats. The standard buckets offer plenty of bolstering for spirited on-street driving while providing better overall support. More importantly, selecting the Recaros forces you to give up Ford’s excellent seat heaters and coolers.

Another $395 can be shaved by skipping the Enhanced Security package unless you have a thing for wheel locks, though the electronically locking center console makes a strong argument for itself if you have a frequent need to leave valuables inside the car.

As for what the 2018 Ford Mustang GT means in the context of the greater pony car wars, consider its two, er, challengers. The Chevy Camaro SS 1LE is sharper, but stiffer and tighter, and its confined cabin and sight line deficiencies are well documented—issues that make the Mustang better at the task of being a daily driver in my mind. The Mustang GT’s closest Mopar rival, the Challenger T/A, meanwhile, is a fat muscle car that’s great at cruising but is nowhere near as fun to toss around a canyon. To use the well-worn Goldilocks analogy, for the enthusiast seeking a rear-drive, manual, naturally aspirated V-8-powered sports coupe for the street, freeway, canyon, and track, the 2018 Ford Mustang GT is just right.

2018 Ford Mustang GT Premium Specifications

ON SALE Now PRICE $39,995/$50,770 (base/as tested) ENGINE 5.0L DOHC 32-valve V-8/460 hp @ 7,000 rpm, 420 lb-ft @ 4,600 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 15/25 mpg (city/hwy) L x W x H 188.5 x 75.4 x 54.3 in WHEELBASE 107.1 in WEIGHT 3705 lb 0-60 MPH 4.4 sec (est) TOP SPEED N/A

[jonathanbelloblog]

First Drive: 2018 Ford Mustang GT Premium

MALIBU, California — Three years ago, Ford released what was considered by many to be the best Mustang GT ever—at least from a ride and handling standpoint given that it had finally been fitted with an independent rear suspension—sending the market’s last car with a solid rear axle out to pasture. But as Chevy continues to lob Camaro grenades Ford’s way in the continuing pony car wars, Dearborn’s engineers needed to retool and reload. Ford’s latest weapon is its newest best Mustang GT ever, which we’ve come to Malibu to ride.

Individually, the changes to the 2018 Ford Mustang GT aren’t that significant, but taken together they add up to an impressive overall package. On the cosmetic side of things, there’s an updated front end that includes a redesigned hood, grille, and fenders, plus standard LED headlamps, and updated optional LED turn signals and fog lamps. The rear wasn’t ignored, either; there, the entire 2018 Mustang lineup receives a redesigned fascia with updated LED taillamps and, for the GT, a standard quad-tip exhaust.

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

Of far greater significance to enthusiasts, however, are the mechanical updates to the 2018 Mustang GT, which mainly consist of additions rather than revisions, starting with the available MagneRide adjustable suspension previously found only on the Shelby GT350 (it’s available on the 2018 Mustang EcoBoost as well).

More power was another. For 2018, the Mustang GT’s 5.0-liter V-8 receives an extra 25 hp and 20 extra lb-ft of torque courtesy of multiple updates that include a higher redline of 7,500 rpm, bringing its output to 460 hp and 420 lb-ft. Ford hasn’t released any official performance numbers yet, but the extra juice should shave a couple of tenths off its acceleration times—a 2016 GT tested by our sister publication Motor Trend took 4.6 seconds to hit 60 mph, so expect the 2018 model to get there in 4.4 seconds or so.

Another piece of hardware that Ford thoroughly worked over is the GT’s six-speed manual transmission. Completely redesigned for 2018, the gearbox now features a twin-disc clutch and a dual-mass flywheel. The practical effect is that it’s a joy to row, offering crisp, smooth shifts and an easy to work clutch—practically the opposite of the heavy, springy pedal found in the Camaro. To those who say the manual is dead, Ford is clearly saying, “not yet.” Those that can’t or don’t want to operate a third pedal can opt for Ford’s new 10-speed automatic, which we’ll tell you about in the not-too-distant future. Given our recent experience with it in vehicles from the Raptor to the 2018 Expedition, we’re betting it’ll be good.

Opt for the GT’s $3,995 Performance Pack (you’d be silly not to) and you’ll get a set of goodies that includes 19-inch aluminum wheels, staggered Michelin Pilot Sport 4S tires (255/40R19 front, 275/40R19 rear), and upgraded front brakes consisting of six-piston Brembo calipers and 15.0-inch rotors (single-piston calipers and 13.0-inch rotors remain at the rear). The package also comes with an anti-roll bar, silver strut tower brace, larger radiator, a Torsen limited-slip differential, different tunes for the electronic power steering, chassis, ABS, and stability control, and a fancy aluminum instrument panel.

For maximum aural pleasure, you’ll want to check the box for the new Active Valve Performance Exhaust. The $895 bit lets you keep things calm and cool so you don’t anger the neighbors on the way to Cars and Coffee while also offering up opportunities for sonic nirvana during near-redline second gear tunnel blasts. All you have to do is change the drive mode using the handy center stack-mounted switch. In addition to turning up the volume, the more aggressive modes, which include Sport+ and Track, tighten up the adjustable suspension, steering, and throttle response.

The magnetic dampers give the Mustang a stable and compliant ride in almost every situation. On the overgrown autocross course that is Malibu’s Latigo Canyon Road—with its technically challenging corners and multiple elevation changes—the Mustang GT never got unsettled, even if the camber was off while the radius was decreasing and the pavement was uneven. A stand-alone option, MagneRide costs $1,695. Like the performance pack, it’s a piece you should scrape up the pennies to acquire.

Complementing the suspension is the Mustang’s well-sorted steering, which offers a healthy amount of resistance while delivering inputs to the front wheels in a linear and responsive manner. The Brembos are sports-car-proper as well and grab the rotors deliberately and progressively. And the sticky Michelins offer grip for days.

In all, pony car may not be the most appropriate descriptor of the 2018 Mustang GT. Instead, it feels like a bona fide, purebred sports car, ready to tussle with the best Europe has to offer. And unlike most of Ze Germanz (and Italians and Britons), all of this performance can be had for less than $50,000.

The Race Red-painted, Equipment Group 401A-equipped tester you see here (the pack includes the digital gauge cluster, heated steering wheel, Wi-Fi hotspot, navigation, and a few premium interior treatments) rang in at $50,770. But unless you’re planning on using your Mustang GT as a track-day hero, you can safely skip the $1,595 Recaro seats. The standard buckets offer plenty of bolstering for spirited on-street driving while providing better overall support. More importantly, selecting the Recaros forces you to give up Ford’s excellent seat heaters and coolers.

Another $395 can be shaved by skipping the Enhanced Security package unless you have a thing for wheel locks, though the electronically locking center console makes a strong argument for itself if you have a frequent need to leave valuables inside the car.

As for what the 2018 Ford Mustang GT means in the context of the greater pony car wars, consider its two, er, challengers. The Chevy Camaro SS 1LE is sharper, but stiffer and tighter, and its confined cabin and sight line deficiencies are well documented—issues that make the Mustang better at the task of being a daily driver in my mind. The Mustang GT’s closest Mopar rival, the Challenger T/A, meanwhile, is a fat muscle car that’s great at cruising but is nowhere near as fun to toss around a canyon. To use the well-worn Goldilocks analogy, for the enthusiast seeking a rear-drive, manual, naturally aspirated V-8-powered sports coupe for the street, freeway, canyon, and track, the 2018 Ford Mustang GT is just right.

2018 Ford Mustang GT Premium Specifications

ON SALE Now PRICE $39,995/$50,770 (base/as tested) ENGINE 5.0L DOHC 32-valve V-8/460 hp @ 7,000 rpm, 420 lb-ft @ 4,600 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 15/25 mpg (city/hwy) L x W x H 188.5 x 75.4 x 54.3 in WHEELBASE 107.1 in WEIGHT 3705 lb 0-60 MPH 4.4 sec (est) TOP SPEED N/A

[eddiejpoplar]

First Drive: 2018 Ford Mustang GT Premium

MALIBU, California — Three years ago, Ford released what was considered by many to be the best Mustang GT ever—at least from a ride and handling standpoint given that it had finally been fitted with an independent rear suspension—sending the market’s last car with a solid rear axle out to pasture. But as Chevy continues to lob Camaro grenades Ford’s way in the continuing pony car wars, Dearborn’s engineers needed to retool and reload. Ford’s latest weapon is its newest best Mustang GT ever, which we’ve come to Malibu to ride.

Individually, the changes to the 2018 Ford Mustang GT aren’t that significant, but taken together they add up to an impressive overall package. On the cosmetic side of things, there’s an updated front end that includes a redesigned hood, grille, and fenders, plus standard LED headlamps, and updated optional LED turn signals and fog lamps. The rear wasn’t ignored, either; there, the entire 2018 Mustang lineup receives a redesigned fascia with updated LED taillamps and, for the GT, a standard quad-tip exhaust.

Interior tweaks include restyled seating surfaces, a hand-stitched center console, and the option of a 12-inch digital gauge cluster and a heated steering wheel—with upgraded leather, at that.

Of far greater significance to enthusiasts, however, are the mechanical updates to the 2018 Mustang GT, which mainly consist of additions rather than revisions, starting with the available MagneRide adjustable suspension previously found only on the Shelby GT350 (it’s available on the 2018 Mustang EcoBoost as well).

More power was another. For 2018, the Mustang GT’s 5.0-liter V-8 receives an extra 25 hp and 20 extra lb-ft of torque courtesy of multiple updates that include a higher redline of 7,500 rpm, bringing its output to 460 hp and 420 lb-ft. Ford hasn’t released any official performance numbers yet, but the extra juice should shave a couple of tenths off its acceleration times—a 2016 GT tested by our sister publication Motor Trend took 4.6 seconds to hit 60 mph, so expect the 2018 model to get there in 4.4 seconds or so.

Another piece of hardware that Ford thoroughly worked over is the GT’s six-speed manual transmission. Completely redesigned for 2018, the gearbox now features a twin-disc clutch and a dual-mass flywheel. The practical effect is that it’s a joy to row, offering crisp, smooth shifts and an easy to work clutch—practically the opposite of the heavy, springy pedal found in the Camaro. To those who say the manual is dead, Ford is clearly saying, “not yet.” Those that can’t or don’t want to operate a third pedal can opt for Ford’s new 10-speed automatic, which we’ll tell you about in the not-too-distant future. Given our recent experience with it in vehicles from the Raptor to the 2018 Expedition, we’re betting it’ll be good.

Opt for the GT’s $3,995 Performance Pack (you’d be silly not to) and you’ll get a set of goodies that includes 19-inch aluminum wheels, staggered Michelin Pilot Sport 4S tires (255/40R19 front, 275/40R19 rear), and upgraded front brakes consisting of six-piston Brembo calipers and 15.0-inch rotors (single-piston calipers and 13.0-inch rotors remain at the rear). The package also comes with an anti-roll bar, silver strut tower brace, larger radiator, a Torsen limited-slip differential, different tunes for the electronic power steering, chassis, ABS, and stability control, and a fancy aluminum instrument panel.

For maximum aural pleasure, you’ll want to check the box for the new Active Valve Performance Exhaust. The $895 bit lets you keep things calm and cool so you don’t anger the neighbors on the way to Cars and Coffee while also offering up opportunities for sonic nirvana during near-redline second gear tunnel blasts. All you have to do is change the drive mode using the handy center stack-mounted switch. In addition to turning up the volume, the more aggressive modes, which include Sport+ and Track, tighten up the adjustable suspension, steering, and throttle response.

The magnetic dampers give the Mustang a stable and compliant ride in almost every situation. On the overgrown autocross course that is Malibu’s Latigo Canyon Road—with its technically challenging corners and multiple elevation changes—the Mustang GT never got unsettled, even if the camber was off while the radius was decreasing and the pavement was uneven. A stand-alone option, MagneRide costs $1,695. Like the performance pack, it’s a piece you should scrape up the pennies to acquire.

Complementing the suspension is the Mustang’s well-sorted steering, which offers a healthy amount of resistance while delivering inputs to the front wheels in a linear and responsive manner. The Brembos are sports-car-proper as well and grab the rotors deliberately and progressively. And the sticky Michelins offer grip for days.

In all, pony car may not be the most appropriate descriptor of the 2018 Mustang GT. Instead, it feels like a bona fide, purebred sports car, ready to tussle with the best Europe has to offer. And unlike most of Ze Germanz (and Italians and Britons), all of this performance can be had for less than $50,000.

The Race Red-painted, Equipment Group 401A-equipped tester you see here (the pack includes the digital gauge cluster, heated steering wheel, Wi-Fi hotspot, navigation, and a few premium interior treatments) rang in at $50,770. But unless you’re planning on using your Mustang GT as a track-day hero, you can safely skip the $1,595 Recaro seats. The standard buckets offer plenty of bolstering for spirited on-street driving while providing better overall support. More importantly, selecting the Recaros forces you to give up Ford’s excellent seat heaters and coolers.

Another $395 can be shaved by skipping the Enhanced Security package unless you have a thing for wheel locks, though the electronically locking center console makes a strong argument for itself if you have a frequent need to leave valuables inside the car.

As for what the 2018 Ford Mustang GT means in the context of the greater pony car wars, consider its two, er, challengers. The Chevy Camaro SS 1LE is sharper, but stiffer and tighter, and its confined cabin and sight line deficiencies are well documented—issues that make the Mustang better at the task of being a daily driver in my mind. The Mustang GT’s closest Mopar rival, the Challenger T/A, meanwhile, is a fat muscle car that’s great at cruising but is nowhere near as fun to toss around a canyon. To use the well-worn Goldilocks analogy, for the enthusiast seeking a rear-drive, manual, naturally aspirated V-8-powered sports coupe for the street, freeway, canyon, and track, the 2018 Ford Mustang GT is just right.

2018 Ford Mustang GT Premium Specifications

ON SALE Now PRICE $39,995/$50,770 (base/as tested) ENGINE 5.0L DOHC 32-valve V-8/460 hp @ 7,000 rpm, 420 lb-ft @ 4,600 rpm TRANSMISSION 6-speed manual LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 15/25 mpg (city/hwy) L x W x H 188.5 x 75.4 x 54.3 in WHEELBASE 107.1 in WEIGHT 3705 lb 0-60 MPH 4.4 sec (est) TOP SPEED N/A