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streetcars101magazine · 8 months

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Ford Performance's 2024 Season Launch- Part 2

After fanboying over all the vehicles I talked about in Part 1 of this article, I went up the red, white, and blue neon light tunnel into the venue event space itself. Upon entering the venue, I was immediately met with the vehicle I had been hoping all week to see - the Mustang GT3. This vehicle was the official debut for the global FIA GT3 category. The powerhouse under the hood is a Coyote 5.4L naturally aspirated V8 developed by Ford Performance and M-Sport. Paired with a dry sump and rear transaxle, this brand new machine is designed to have superior handling and enough reliability to tear up the track week after week. It is immediately apparent how much more aggressive this design is than the vehicles I had seen outside. Every inch is aerodynamically designed carbon fiber, with a beautiful front facia and a massive C-Pillar mounted rear wing. I interviewed Christian Hertrich, Ford Performance’s Motorsports Powertrain Manager about his favorite aspects of the GT3. “We designed this car very differently from all the others. It’s built for reliability for our clients. It was actually too powerful for most race series regulations, so we had to add restrictors on the intakes, so that the balance of performance would be within spec of race regulations for various series.” Christian told me the powertrain for this vehicle has been a passion project for him over the past two years. “We got approval for it just after Christmas in 2021 and I’ve been looking forward to this day ever since then. It’s the first time the GT3 will be raced globally, so we’re really excited!” ‘So are you satisfied with this vehicle, or is there more to be done?’ I asked. “There’s always more to be done!” He replied enthusiastically. “This platform has so much to offer and I’m sure we will be tuning and adjusting them for as long as Ford allows us.” I also had a chance to talk with Kevin Groot, Global Sports Car Manager and the Program Manager for Ford Performance. “We’ve really been able to optimize the handling and balance by placing the engine as far down and as far back as possible - it’s nearly sitting next to the driver! Look under the hood here,” he said, pointing, “at the massive air ducts at the front. We really have the space to do whatever we need to do in order to ensure this vehicle is always pushing the edge of technology.” As I continued to linger around the GT3, I also got very similar insight from Mike Draisey, the Motorsports Powertrain Supervisor, and Mark Rushbrook, the Global Director for Ford Performance Motorsports. It’s apparent that the entire team is very happy with the new platform of Dark Horse Mustang variants, as well as the GT3 and NASCAR series vehicles. https://public.tockify.com/browser/embed.js

FORD PERFORMANCE WEBSITE FORD PERFORMANCE INSTAGRAM Speaking of NASCAR, as I continued to move around the venue, I saw the NASCAR seventh generation Cup Series Dark Horse across the floor from me. It was actually quite different from the Xfinity Series Dark Horse I had seen outside (refer to Part 1 of this article). While the Cup Series car is also a smooth body race car covered in intricate stickers, it does have more character. There are subtle yet aggressive sharp humps over the front wheels, and more aerodynamic pieces on the roof and rear. Unlike the smooth hood on the Xfinity Series car, the Cup Series car has two hood vents. Rather than the sharp and straight design that I’m used to with most hood vents, these vents have a wave pattern. Additionally, the designers chose to go with a checkerboard pattern of carbon fiber on the upper dashboard. This is a neat touch, especially for a checkered-flag destined race car.

Carbon fiber-checkered dashboard I asked Ryan Blaney, 2023 NASCAR Cup Series Champion for his opinion on the new car. “I’m pumped!” he said. “Ford did an amazing job with it.” I also asked Joey Lagano what his thoughts were about the new platform. “Just look at it - it’ll be the meanest looking car on the track! I can’t wait to open her up at Bristol.” Though I personally haven’t been the biggest fan of Mustangs over the past few years, I happen to agree. This new generation is the best looking batch yet, and I’m excited to see them tearing up the track this year in Daytona, Atlanta, Charlotte, and beyond.

Seventh-generation Cup Series Mustang I continued to walk through the venue until I made it to the Ford blue carpet, where I met and briefly interviewed Frankie Muniz. He is best known for his role as Malcolm in the sitcom Malcolm in the Middle. He has also competed in various open-wheel and sports car series, such as the Atlantic Championship and the Rolex 24 at Daytona. In 2023, Muniz drove full-time for Rette Jones Racing in the team's No. 30 Ford Mustang in the ARCA Menards Series. Muniz finished fourth in the standings with 1 top-five and 11 top-tens, including a season-best fifth-place finish at Michigan International Speedway. First I asked him about the upcoming race season. ‘What Are you most looking forward to in the 2024 season?’ “I just want to drive fast! I’m looking forward to driving it all - just the speed is what gets me going!” ‘What will be your biggest challenges this year?’ “That’s a tough one; I guess I’ll have to just see when I get out there. Seasons are hard to predict, especially before they’ve begun. Ask me in a couple weeks from now” he said with a chuckle, “maybe I’ll have a better idea then.” At this point I shifted topics to get his perspective on Ford Performance’s new cars. ‘Let’s talk about the new platform. What are your thoughts on the new Mustangs?’ “Ford has done a great job with all their platforms this year - not just the Mustangs. The Broncos are all new and it’s great to see what Ford has done to expand its boundaries with those. It’s great to see a company put such a large emphasis on motorsports - I don’t think there’s a series they’re not involved with especially now that they’re entering GT3 and Formula One. Their Mustangs have always been great, but it’s encouraging to see a manufacturer putting such emphasis on a V8 driven platform.” I agreed, saying, ‘Yes, it’s amazing what they’ve been able to do with the Coyote engines.’ “And what they're continuing to do!” he interjected. “My favorite car here is the GTD, I might even take it home!”

Baja 1000 Bronco Another driver I got to talk with was Michael McDowell. He competes full-time in the NASCAR Cup Series, driving the No. 34 Ford Mustang for Front Row Motorsports. McDowell began his career in open-wheel cars which included competing in Formula Renault and Champ Car, as well as sports cars in the Rolex Sports Car Series and 24 Hours of Daytona. ‘What’s your favorite vehicle in the Ford lineup this year?’ “I’ve got to say the Dark Horse, right? Haha” ‘You don’t *have* to haha’ “No, I think we’re excited about it - it should be pretty good for us this year. It looks great and it shows pretty good numbers. The power and handling are fantastic and we’re excited to get at it.” ‘So the handling is pretty good?’ “It’ll depend on the track, but from what I’ve felt so far it’s comfortable and well balanced.” ‘What do you think is going to be your biggest challenge this year?’ “Uhhh, not getting wrecked haha” ‘That is a pretty big challenge haha’ “Yeah we’ll do good if we can stay out of the weeds.” Out of curiosity for his diverse racing experience, I asked, ‘So what’s more fun for you, open wheel or stock car racing?’ “I’m honestly not sure how to answer that. They’re both fun in different ways. Open wheel you feel like you have more power - it’s more exhilarating as far as speed. Definitely more of an adrenaline rush with that one. But stock cars are more challenging to race. It makes winning so much more rewarding for me.”

Left to right: Joey Hand and Dirk Müller Also in attendance were the Ford factory drivers, and 2016 LeMans Champions (LM GTE Pro Class), Dirk Müller and Joey Hand. “Winning races is a family effort - that’s what Ford Performance is all about.” Dirk remarked, “The season is starting in 10 days and I’m really looking forward to have my Joey back.” As Joey laughed he added “The good thing is we’re going to the fastest race track we go to all year, Daytona. The 24 hour race is coming up - we’re actually going there tonight to start practicing.” As you're reading this article, it's likely the 24 Hours of Daytona has concluded, but only very recently. It's safe to say Ford Performance has a competent team and confident lineup for global motorsports this year. If you're new to racing, keep your eye on their vehicles throughout this season. Though I wouldn't say I've been Ford's biggest fan in general, they've gained my respect through this event. With their 2024 lineup, it's easy to see they've truly invested time and talent into being a force to be reckoned with. I expect their hard work will pay off this year. If you'd like to stay up to date on Ford's role in NASCAR this year, keep tabs on my profile. I'll be covering NASCAR this season with a focus on all three manufacturers - Ford, Chevrolet, and Toyota. Read the full article

#ARCAMenardsSeries #FordPerformance #FrankieMuniz #JoeyLagano #MichaelMcDowell #Nascar #RetteJonesRacing #Rolex24atDaytona #RyanBlaney #StreetCars101Magazine

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photos-car · 1 year

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Ford Mustang GTD 2025 - Performances et technologie extrêmes

Une fusion de l'ADN de la course et de la technologie de pointe donne naissance à la remarquable Ford Mustang GTD 2025.

Inspirée de la Mustang GT3 qui devrait dominer Le Mans en 2024. La toute nouvelle Ford Mustang GTD 2025 est une merveille technologique. Avec un imposant corps large en fibre de carbone et un aileron arrière imposant. Son esthétique raconte une histoire fascinante à première vue. C'est une Mustang révolutionnaire.

Galerie - Ford Mustang GTD 2025

Voici quelques-unes des caractéristiques de la Ford Mustang GTD 2025 : - Moteur : V8 biturbo de 4,0 litres développant 700 chevaux et 650 lb-pi de couple - Transmission : Automatique à huit vitesses - Traction : Intégrale - 0 à 100 km/h : 3,5 secondes - Vitesse de pointe : 330 km/h - Prix : À partir de 70 000 $

Hommage à l'héritage des vainqueurs du Mans

La Ford Mustang GTD est née de la vision du retour de la voiture de course Mustang GT3 au Mans en 2024. Elle se situera au zénith de la famille Mustang, qui comprend désormais à la fois des voitures de course homologuées pour la route et spécifiques à la piste. Cette famille élargie comprend la Mustang GT4 récemment dévoilée ! la Mustang GT3 et des modèles à venir comme la Mustang Dark Horse R spec racer. Tous portent l'héritage de la Mustang en tant que plaque signalétique la plus célèbre et la plus triomphante de Ford ! conquérant les rues et les pistes du monde entier. La désignation "GTD", dérivée de la classe de course IMSA "GTD" alignée sur le règlement technique FIA GT3, symbolise les prouesses de cette nouvelle Mustang.

Exploiter l'air pour des performances optimales

Le design de la Ford Mustang GTD témoigne d'une ingéniosité délibérée. Chaque contour est conçu pour améliorer les performances aérodynamiques, optimisé pour la vitesse sur piste. Du séparateur avant et du capot ventilé à l'aileron arrière actif à commande hydraulique monté sur le montant C, chaque ligne est conçue pour couper l'air. L'utilisation intensive de la fibre de carbone pour les panneaux de carrosserie réduit non seulement le poids ! mais améliore également la réactivité en abaissant le centre de gravité. Les composants en fibre de carbone comprennent les ailes, le capot, le couvercle de remplacement du couvercle du coffre, les seuils de porte, le séparateur avant, le diffuseur arrière et le toit. Les carénages avant et arrière en fibre de carbone en option illustrent davantage cet engagement envers l'innovation légère. Un ensemble aérodynamique disponible, fabriqué à partir de fibre de carbone, intègre l'aérodynamisme du soubassement, alliant des caractéristiques de sport automobile pionnières à une technologie de pointe. Aux côtés de l'aile arrière active, les volets avant à commande hydraulique contribuent à l'équilibre aérodynamique, une innovation qui transcende les normes de course.

Performances et technologie inégalées

"Les composants ont été méticuleusement choisis et développés pour obtenir des performances de temps au tour inégalées"! souligne Greg Goodall, ingénieur en chef du programme Ford. "Notre objectif pour ce projet était clair comme de l'eau de roche - dépasser nos réalisations précédentes, viser un temps de Nürburgring inférieur à 7 minutes. Cela fait de la Ford Mustang GTD la Mustang routière la plus rapide jamais produite par Ford." La Ford Mustang GTD exploite le potentiel d'un V8 suralimenté de 5,2 litres spécialement conçu avec deux entrées d'air et le lancement d'un système d'huile moteur à carter sec pour une Mustang prête pour la route. Ce système innovant assure une lubrification optimale du moteur dans les virages exigeants. Avec une ligne rouge dépassant 7 500 tr/min ! le moteur génère une note captivante, rehaussée par un système d'échappement à soupapes actives en titane disponible. Il s'agit de la Mustang homologuée pour la route la plus puissante de Ford à ce jour. La transmission de la puissance du moteur aux roues arrière, assurée par un arbre de transmission en fibre de carbone ! relié à une boîte-pont arrière à 8 rapports, optimisant la répartition du poids proche de 50/50 entre l'avant et l'arrière. Des tests rigoureux du banc d'essai du groupe motopropulseur et des entraînements de piste simulés ont conduit à la sélection de cette configuration de groupe motopropulseur. Source Read the full article

#Ford #FordMustang #MoteurV8 #VoituresSportives #photoscar

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daily-revs · 1 year

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Get ready to feast your eyes on an exclusive image gallery of the 2024 Ford Mustang Dark Horse R! 📷🔍 From sleek exteriors that exude power and precision to luxurious interiors that redefine comfort, we've captured every detail to bring you up close and personal with this track-ready beast. Swipe left ⏪, right ⏩, up ⏫, and down ⏬ to explore every angle of this mesmerizing machine! 💫

🏁 Performance, Design Sketches, and More! 🎨 Our comprehensive image collection goes beyond the standard shots – we've included exhilarating action shots that showcase the Dark Horse R's true racing spirit on the track! 🏎️💨 Plus, don't miss the design sketches that offer an exciting glimpse into the creative process that birthed this automotive masterpiece. 🖌️

💲 Price and Essential Information 💡 But that's not all! We know you want the complete package, so we've got you covered with all the essential information you need. Tap that link in our description to access details on the 2024 Ford Mustang Dark Horse R's price, specifications, and performance figures that will leave you in awe. 💸💥

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tziblog-blog · 7 years

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Harley Davidson Sportster Iron 883

This is old-school rock-and-roll.The Harley Davidson Sportster is the 1960s Ford Mustang of motorcycles. It's may not be the absolute fastest, biggest, most expensive, or most high-tech of rides out there, but It is, however, one of the most iconic, and as long as there is a road, it can take you wherever you want to go.

When the original Sportster with its Ironhead engine was introduced in 1957, it was a response to the smaller, lighter, and faster British bikes that were invading the American market. It was considered to be one of the fastest bikes of its day, certainly the fastest Harley Davidson motorcycle at the time.

Something that that can be felt while riding it, rather than read on a spec sheet, is that after 60 years of production, Harley Davidson knows how to put this bike together. It got a proper left foot shifter in the 70s (it predates the time when left foot gear shifters became standard on motorcycles). In 1986, the original Ironhead engine was replaced with the more powerful Evolution engine. In the 90s, its 4-speed transmission was upgraded to a 5-speed, and its final drive was switched from a chain to a belt drive. After the turn of the century, the frame was redesigned to accommodate rubber engine mounts to reduce vibrations (2004), switched from carburators to electronic fuel injection (2007), and anti-lock brakes became available (2014). There were other mechanical and cosmetic updates, but underneath it all, is essentially the same 1957 motorcycle design. It may not be wicked fast or high-tech by today's standards, but like an aged whiskey, it feels smooth and well put-together.

In contrast, many of the British legends from the 1930-1950s, such as the Brough Superior and the Vincent Black Shadow are now collectible and exorbitantly priced unicorns. Unlike Brough and Vincent, Harley Davidson didn’t go under, and they’ve been building Sportsters continuously the entire time.

At this Sportster’s heart is the 883cc Evolution engine, which replaced the original Ironhead engine in 1986. With a push of the starter button, it rumbles to life like a 1950s warplane. There’s that angry galloping horse exhaust sound from the single-crankpin V-twin that is quintessentially Harley Davidson. Heavy metal thunder. It’s like music. There is no point in rationalizing what isn’t rational to begin with, only in the realization that it matters.

(Even stock, it is loud enough to frighten old ladies and small dogs as I ride through quiet neighborhoods. I’m fine with it the way it is. With an aftermarket exhaust, it could probably shake the gates of heaven....or, you know, anger the neighbors :)

Performance-wise, there are certainly many contemporary bikes that are faster, but in 2018 you can’t really expect a traditional, low-revving, air-cooled 883cc V-twin to compete with a similar displacement liquid-cooled engine in terms of peak power output. Much less if it’s up against a high-revving liquid-cooled inline four cylinder. More power equals more heat, which would then require the added complexity of water-cooling. The advantage of an air-cooled V-twin design is its simplicity and reliability- no radiators, coolant levels, hoses, pumps, and fans to worry about. This design has less parts to go wrong, and easier to fix when they do. Considering that 80-110 km/h happens to be the top highway speed in Japan and Canada (60 km/h on regular roads), most of the time I'm actively slowing down rather than pushing her to go faster.

Gone are all the chrome and bling that characterized Harley Davidson motorcycles in the 80s and 90s. Code-named Project Blacksmith during development, and part of Harley Davidson’s Dark Custom line, Senior Designer Dais Nagao, takes a very wabi-sabi (侘寂) approach towards the Iron 883s (2016-2018 model) aesthetic, saying “You may put scuffs, scratches, and maybe dings and dents, but that’s okay because those will make the bike look better.”

Yes, the designer who styled this iconic 2017 Sportster Iron 883 is indeed, Japanese. He pulled it off with tastefully blacked-out engine components and chrome highlights. From a design perspective, everything - peanut tank, tuck-and-roll seat, V-twin engine, air filter, frame, and wheels - fits together cohesively. There are small touches, such as the bullet hole design elements and the chrome touches on the wheels, that finish a look that wouldn’t be out-of-place in a custom bike showcase, except that’s the way it rolls off the showroom floor. So while it is impressive that there are so many after-market custom options, what’s even more impressive with the Iron 883, is that it's a lot easier to make it look worse when people try to customize it than make it look better than stock.

A motorcycle journalist once said, ‘Harley Davidson don’t make motorcycles, they make Harleys’. That’s a fair point. Harleys don’t do well on spec sheets and magazine performance comparison tests. But then again, it is 2018. Small (under 400cc) displacement custom bikes, and vintage cars are becoming mainstream cool these days, and along with it comes the realization that there’s so much more to motoring than just speed.

In Japan, I often see vintage Harley Sportsters from the 60s and 70s still running and often being used as the base for some beautiful custom builds. The Japanese have a word to describe bikes like that - shibui (渋い). Without any integrated gadgetry that would be obsolete in a few years, solid build-quality, and a simple, proven design that keeps them running for decades, the Sportster Iron 883 is a compelling argument for the idea that ‘less, done well, really is more’.

Steel for humans. Silver for monsters. Iron for Witchers. I'm naming my bike after the enchantress 'Yennefer of Vengerberg' or just えんーちゃん (ENCHAN) for short.

#harleydavidsonmotorcycles #harley+davidson #sportster #iron883 #japan #スポスタ60

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olivereliott · 4 years

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Here’s the new BMW R18, with specs, prices and more

It’s been ten months since BMW Motorrad threw the wraps off the Concept R18 prototype. Today we’re finally getting a clear look at the production cruiser, ending weeks of rampant speculation and spy shots.

The R18 plays on two levels. On one hand, it’s a bid from BMW to tackle the cruiser (ergo, the US) market. On the other, it’s a nod to the boxer motor’s heritage—even more so than the wildly popular R nineT.

The price for the showroom bike will be $17,495 (standard model) or $19,870 (upmarket ‘First Edition’) in the US, and €22,800 in Germany for the ‘First Edition’ only. So the cost of the R18 is on a par with much of Harley’s cruiser range, including the Low Rider S, FXDR and Fat Bob models—plus the Indian Chief.

As expected, the R18 looks good… apart from a few niggles. The images confirm a lot of what we’ve already pieced together from the extensive teaser campaign, and the customs from Custom Works Zon and Revival Cycles. Keen eyes will also spot a number of parts that were already on the two concept bikes that BMW themselves released.

When the first cruiser concept broke cover at the Concorso d’Eleganza last year, BMW design boss Edgar Heinrich cited the iconic 1936 R5 as the R18’s primary design inspiration. The connections are immediately clear; the general line of the frame, the shape of the 16-liter fuel tank, and the classic black paint with white striping. All point to the Bavarian marque’s history.

A closer look reveals some tasty details. The way the swing arm tubes loop around the final drive hub is a clear copy of the R5 design, and so is the exposed drive shaft. Even the valve covers mimic the basic form of those on the R5, as do the fishtail tips on the exhausts. And, just like back in the day, the roundels on the tank are screwed on rather than stuck on.

The 49 mm front forks are wrapped in period correct fork covers, while the rear shock is completely hidden within the frame architecture. The R18 gets spoked wheels too; 3.5 x 19” in the front, and 5.0 x 16” out back. The front brake setup features twin 300 mm discs, and there’s a single 300 mm disc at the rear.

Thanks to the sheer mass of the motor, the R18 is a physically large bike, with a wheelbase of 1,731 mm. At just over 68 inches, that’s almost two inches longer than the current Honda Gold Wing.

It’s porky too, with a curb weight of 750 pounds (345 kilos). Sure, it is a cruiser, but that wet weight figure is 51 pounds more than a Harley-Davidson Fat Boy… and that’s saying something. On the upside, it’s 18 pounds less than Indian claims for a fully fueled Chief Dark Horse.

The weight probably won’t deter hardcore cruiser fans or larger riders, and the engine itself is attractive. It’s the biggest boxer BMW have ever made, with a capacity of 1,802 cc. It’s also clearly tuned for cruising: at 91 hp (67 kW) it makes less power than the 110 hp (82 kW) R nineT.

The R18 mill makes over 50% more torque than the R nineT though, with 116 ft-lb peaking at 3,000 rpm. Most of that torque is available as a thick slab of grunt between 2,000 and 4,000 rpm, making it comparable to the 109 ft-lb pumped out by the Fat Boy’s Milwaukee-Eight 107 and the 119 ft-lb of the Indian Chief.

The top speed is 112 mph (180 kph)—which suggests it’s electronically limited—and BMW is quoting a 0-62 mph figure of 4.8 seconds.

The air- and oil-cooled motor uses BMW’s modern four-valve design, but also has a throwback overhead valve drive with two camshafts per cylinder. The crankshaft has an additional bearing at the center, to help control vibration. It’s also worth noting that the motor, air box and six-speed transmission weigh 244 pounds (110.8 kilos) collectively.

BMW have crammed in a few useful rider aids too. ABS and switchable automatic stability control are standard, as are three flickable riding modes: Rain, Roll and Rock (groan). There’s also ‘MSR’—an electronically controlled anti-slip feature to prevent skids under heavy acceleration or over-enthusiastic downshifts. Heated grips and hill start assist will be available as optional extras, along with a reverse gear, driven by an electric motor.

But despite the tech, and aside from the decidedly modern-looking oil cooler, there are hardly any superfluous bits and pieces cluttering the layout. Having to meet regulations tends to ruin perfectly good concepts, but BMW have done an admirable job with the R18.

The side covers and extended rear fender are well executed, and we can even live with the chrome-covered air box intakes. But that bulbous fishtail exhaust, which has undoubtedly swollen to accommodate emissions control things, is borderline comical.

We also miss the lower headlight and narrower bars of the Concept R18, which have given way to a high, wide and mostly chrome arrangement. Admittedly, it looks like a comfortable setup for anyone looking for a cruiser, especially when paired with a relatively low 690 mm seat height.

But those specific riders might not get along with the BMW’s foot peg placement. With two big cylinder heads sticking out, fitting forward pegs is impossible. BMW say that the ‘laid back’ setup is optimized for comfort and control. But even though they’re technically correct, it could be a deal breaker for some customers.

Kudos to BMW for a neat cockpit though; there might be a lot of chrome, but all the wiring runs inside the handlebars, and even smaller parts like the handlebar clamps look great. The speedo’s a mostly analog affair, with a small digital display. And there’s LED lighting all around, with the rear turn signals double up as taillights, neatening things up more.

As with the R nineT, BMW are hoping customers will customize the R18. So they’ve made certain parts modular. The rear fender struts are removable, and the valve cover and engine breastplate can be swapped out without needing an oil change. And the hydraulic lines and handlebar wires are all plug and play.

There’s already an extensive catalog of bolt-on parts, including offerings from partners Roland Sands Design, Vance & Hines, and Mustang Seats. Some of the more whack options include ape hangers [above], and a bizarre front turn signal setup that resembles a mini handlebar, with LED signals in the shape of bar-end mirrors.

But there are also various handlebar and luggage options, and some slick machined parts. Plus there’s a 21” front wheel option, if that’s your thing.

One customized example [below] shows exposed forks, lower handlebars and a seat that’s a dead ringer for the vintage Denfeld unit. Along with a slim rear fender that hugs the wheel, and a side-mounted plate bracket, it’s a stunning example of the R18’s potential—and a step closer to the look of the R5.

BMW will be selling the R18 as a limited ‘First Edition’ initially (some markets will get a standard version too). It gets metallic paint, more chromed bits and extra trim. But it also comes with an owner’s box that includes period correct roundels with brass lettering, brass screws, a screwdriver and a pair of gloves for assembly.

We reckon that’s a nice touch—and there’s a book about BMW Motorrad’s 100-year history in there too.

Interview: Edgar Heinrich, BMW Motorrad Head of Design

In today’s regulated world, building a modern cruiser that’s also a homage to a legendary vintage bike is a challenging prospect. So we pitched a few burning questions at Edgar Heinrich [above] to get his take on the R18’s design.

Bike EXIF: Help clear this up for our readers: the R18 was 100% completed before you handed it over to CW Zon and Revival Cycles to customize, and before Unique Custom Cycles began work on the Concept R18 and Concept R18 /2, right?

Edgar Heinrich: “To develop an all-new bike, including a brand-new engine, takes more than four years. So when the four concept bikes were revealed, the series production bike was already on its way onto the production line.”

“The concepts were very important milestones: they helped prepare the storyline, and they provided indispensable feedback to the development team from potential customers. Most importantly was the fact that the overwhelmingly positive feedback gave us confidence and security in our quest of entering new territory.”

Was there room for the concept and custom bikes to have an impact on the final product, or was it pretty much locked down?

“The feedback was important and highly appreciated, but the basics had been cast in form long before the concept bikes became public.”

“We were curious as to how a big boxer would be perceived in the custom scene. CW ZON did an amazing job with the first custom—even beyond expectations by winning Best of Show at Mooneyes. So did Revival Cycles, by staging this monumental engine within a fragile-looking titanium frame. The customizers had free rein with their creations, and they couldn’t have done it any better!”

“Unique Custom Cycles played a significant role, as Ronna Norèn is a long-time friend and was there all along the R18’s development. He provided input and advice during the creation process, being a renowned specialist in the cruiser field. The Concept R18 was executed by UCC, yet designed by the BMW Motorrad design team in Munich.”

There are shades of the historic R5 here, but this is specifically designed as a bigger, more heavy-duty cruiser. Do you think that BMW’s classic style translates well into a cruiser style, or were there challenges here?

“It’s obvious that we dove into our history here. I think before the R nineT family, this legacy had been neglected. In the old days, there were no segments or such differentiators; there were only ‘naked bikes,’ as we would define them today.”

“We believe that a contemporary cruiser is about pure riding pleasure, about simplicity and reduction, and less about performance.”

“Hence, linking this with our legacy of the R5 from 1936 is obvious, restoring those clean and perfect proportions, visual purity, honest materials; but also interpreting this unique architecture with the transverse flat twin engine, clutch, gear box, and the shaft drive aligned with the bevel-gear final drive, resting in the double loop frame. As it used to be in previous times.”

“Altering one part would mean altering the whole concept. This set-up is unique, technically and visually absolutely beautiful, and it connects effortlessly with our heritage. My friend Ola [Stenegärdl used to say: ‘Today it is easy to make things complicated, but is very difficult to keep things simple.’ Spot on!”

Whenever a manufacturer releases such an impactful prototype, and then a production bike later, there are inevitably gripes about how the production model doesn’t look like the prototype…

“Very true! A concept’s nature is to elevate the character and emotion of the standard product. That’s a bit of a curse, too. The focus lies on finding the right balance between raising emotions and curiosity, yet not disappointing when unveiling the series production bike.”

“As for the R18, I think we were lucky, by having the main components already finished for production: engine, frame, swing arm, tank, etcetera. We just had to add custom fenders, forks, and other, smaller components—always being aware to preserve the basic character of the bike. But the core was all there.”

In general, what were your biggest design challenges?

“The biggest challenge was the clean look of the bike. But this is a general problem when developing a modern naked bike: how to avoid the clutter of wires, cables, sensors and black boxes on a possibly small bike without a big fairing?”

“In terms of homologation, you need all these electronics. Stripping down a modern bike is pretty scary; sometimes you hardly see the engine from the harness.”

“This super clean look of the engine was hard to achieve. Engineers design an engine from the inside out, which is the normal procedure if you need to achieve a state-of-the-art motor with all the emission, noise and performance requirements. But a high-tech, visually cluttered and potentially brutal looking engine was not something we had in mind.”

“Technically superior solutions might not always be the best choice—which is a sometimes hard to understand for a company most renowned for innovation and technology. It was an intense development process, sometimes it took tough decisions, there were arguments and controversy, but eventually the team of engineers and designers grew together during the process and learned from each other.”

We know that the exposed shaft-drive is a nod to BMW’s history, as are the screw-on badges. Are there any other details that you are particularly proud of?

“If you take a close look, you will spot many more details crafted with passion and emotion. The tank filler cap, the speedo gauge with beautiful detailing, the fluid reservoirs and hand controls, the brake calipers, the seat fixings, the fishtail… all these components are made for the R18 only. Function-wise, we could have taken these from the shelf—but we wanted more.”

“The screw-on badges are also kind of special. According to our corporate rules, we could not use the old-style letters and had to take the modern badge, but by screw-fixing we can offer the stylish heritage badge as an extra.”

“As for the open running shaft drive, we are very proud we achieved that super clean look. There were concerns if it would be possible at all, but eventually with dedication, hard work and extensive testing it turned into reality.”

BMW haven’t given us an exact date, but say the R18 will be available in Europe and the USA around autumn of this year.

The real question is, who is it for? Will it entice owners away from other cruiser brands, even though cruiser sales worldwide are suffering? Or will it fill a heritage-shaped hole in the hearts of existing BMW customers?

Only time will tell.

BMW Motorrad | Facebook | Instagram

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componentplanet · 5 years

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BMW M2 X35i SUV Review: The 2002 tii Reimagined for Modern Times

The BMW X2 M35i is a wicked-fast small SUV that retains a measure of practicality — meaning room for four not-overweight people, and their clothing tightly packed in soft-sided luggage. The X2 M exists for the swooping, twisty roads of the Blue Ridge Mountains, and similar back roads across America and Canada. Even if it’s an SUV coupe, this vehicle is what BMW’s famous 2002 tii would be half a century later, allowing for changes in norms and for how well a good SUV can handle.

The X2 M is also a simple vehicle to understand: 0-60 in less than five seconds, 35 mpg at 65 mph, a punishing ride with the stock suspension, eight grand more than the X2 without the M parts. Other than blind spot detection being unavailable, the tech and driver assists are reasonably good. Nothing else significant is wrong.

Nobody needs this car, but if you can swing $50K-$55K, you’re in for a treat.

On the Road: Fast, Fun, Bouncy

This review applies to both the 2019 and 2020 models; the X2 M was introduced in the first half of 2019. The X2 M35i is a positive delight to drive. The engine is throaty and there’s a satisfying blip when it upshifts under heavy throttle. Almost no one argues with the comfort of BMW seats. The Magma Red leather upholstery makes up for decades of unimaginative beige-or-black BMW seating choices. Mine had power-adjustable side bolsters for the track and twisty side roads.

On recently paved interstates, the car was fabulously comfortable; in states that don’t pay attention to highway infrastructure (this means you, Pennsylvania), it was mile after mile of punishing jolts. My test car was well-optioned but lacked the adaptive suspension option ($500) that could only have softened the ride. The X2 M falls into the list of cars where you must bring your partner or spouse along on the test drive. The stiff ride is the price you pay for a rigid body and suspension that is responsive to the road. The brakes on my test car were grabby at low speed; other testers on other cars have mentioned the same issue. There are no complaints about high-speed braking.

The X2 M with the 2.0-liter turbo-four engine has what reviewers often call “barely noticeable turbo lag.” Translation: There’s noticeable turbo lag at low rpm if you want to get a quick start from a standing stop. It feels like the better part of a second. It’s not there if you’re tooling along in a lower gear at higher rpm because the turbo is already engaged. Zero-to-60 acceleration takes 6-7 seconds if you tromp the throttle. If you want the 4.7 seconds BMW cites in the specs, see Launch Control on page 129 of the manual: Get the engine warmed up (20 minutes), press the DSC button, move the driving style button to Sport, foot on the brake, other foot pushing all the way down on throttle, lift off the brake, and watch the car rocket off with no wheelspin. Microprocessors control the standing-still rpm and launch to ensure against over-revving the engine.

The snug, bolstered front seats prefer people of normal size. The second row has an adequate fit and the roof slopes less than in the bigger X4 and X6. Interestingly, passenger roominess is about the same among the X1, X2, and X3 except the X3 has 1-2 more inches headroom than the X2. The luggage area will hold enough soft-side luggage for four if no more than one is a clothes-horse. Especially if you remove the modesty cover and pile luggage to the ceiling.

There is very little road noise. The premium Harman Kardon audio is quite good. There’s one USB jack in the center stack, one in the console, and two in back. All but the front jack are the newer USB-C. The X2 M continues the BMW tradition of charging a yearly subscription for the right to use an Apple iPhone and not supporting Android phones. Switching between CarPlay and BMW infotainment can be clumsy; non-BMWs have similar issues. Telematics is integrated and Mayday calling services are free for 10 years.

It’s a BMW, so the X2 has the iDrive controller. The same setup that was annoying in the X7 works better in the X2 because your line of sight isn’t blocked by the X2 shifter and you can see the buttons surrounding the control wheel. It’s still hard to see some of the backlit dashboard buttons; the universal dimmer makes some parts too dark and others too bright. The optional head-up display can be adjusted independently.

At 172 inches long, the X2 is firmly in subcompact territory. It fits well in snug urban parking spaces and you’ll probably want the $200 parking assistant option. Adaptive cruise control is stop-and-go. Lane departure is standard but warning-0nly, not lane keep assist and not the lane-centering assist that is part of BMW’s semi-autonomous Active Driving Assistant Pro system. BMW does not offer blind-spot detection on this X2; it should. It does have the basic optical driver safety assists: forward collision warning, pedestrian detection, and auto-braking separate from adaptive cruise control.

The X2 M is not a hybrid drive car but there is brake-energy regeneration to the battery, which powers the car’s electrically powered accessories. I averaged 32 mph in mostly highway driving, and for the span of 100 miles driven at 60-65 mph, I got 36 mpg.

The X2 M35i measures 172 inches long, 72 inches wide, 60 inches high. The X1 is 3 inches longer and higher but passenger space is no greater. The compact X3 is 13 inches longer with similar legroom and more headroom.

What Exactly Is an X2 M35i?

BMW’s naming scheme is precise and sometimes wordy. Vehicles run from 1 Series to 8 Series for sedans (even numbers) and coupes (odd numbers), small to large. SUVs run from X1 to (so far) X7, with SUV couples getting the even numbers. M means a performance version (Motorsport). The two digits years ago signified how many liters displacement (in tenths); now it includes a rough multiplier for turbocharging, so 35 means the 2.0-liter turbo’s 302 hp is about what you’d expect from a 3.5-liter six with no turbo. i is for fuel injection, which all BMWs are, except diesels (no longer sold here) that end in d.

BMW X2 M35i and early-1970s BMW 2002 tii performance model with fuel injection and sportier suspension. 1974-76 2002s got massive USA safety bumpers that made the car 9 inches longer, 100 pounds heavier.

Meet the New 2002 tii: X2 M35i (Not the M2 Coupe)

I drove the X2 from New Jersey to Greenville-Spartanburg, SC, where BMW builds most of the world’s SUVs and where 1,300 BMW Car Club of America enthusiasts gathered last week for the club’s 50th annual Oktoberfest convention to celebrate their cars, drive in road rallies and at BMW’s Performance Center by day, and then drink Oktoberfest beer by night. Many of them have gravitated toward the brand’s roadsters, convertibles, and performance offerings. The same events happen with Corvette, Porsche, Mazda, and Mustang owners in different locales each year as well, and the members are enthusiastic brand-recommenders to friends and relatives. Automakers get good ROI supporting their events and showing off their latest to their fans (photo below).

New BMW M8 Competition ($150K) laying down a long stretch of tire smoke at the BMW Performance Center, Spartanburg, SC. All in the name of building the brand with BMW club members.

In 1968, BMW landed on the map when Ziff-Davis’ Car and Driver magazine — the same company as publishes ExtremeTech today — reviewed the BMW 2002, which begat the 2002 tii. Headlined “Turn Your Hymnals to 2002,” the appreciation by Editor David E. Davis was a booster rocket for BMW visibility and sales on American shores. While companies are beginning to doubt the 2019 value of pay-to-play social media influencers, there is seldom doubt that an enthusiastic and impartial editor can be priceless in pointing out what to buy and what to avoid when the product but not the writer is for sale. Davis warned drivers of other sporty cars they were about to be blown in the weeds, and this was about the pre-tii 2002:

Car and Driver’s 1968 BMW 2002 review.

In the suburbs, Biff Everykid and Kevin Acne and Marvin Sweatsock will press their fathers to buy HO Firebirds with tachometers mounted out near the horizon somewhere and enough power to light the city of Seattle, totally indifferent to the fact that they could fit more friends into a BMW [2002] in greater comfort and stop better and go around corners better and get about 29 times better gas mileage.

Mr. and Mrs. America will paste a “Support Your Local Police” sticker on the back bumper of their new T-Bird and run Old Glory up the radio antenna and never know that for about 2500 bucks less they could have gotten a car with more leg room, more head room, more luggage space, good brakes, decent tires, independent rear suspension, a glove box finished like the inside of an expensive overcoat and an ashtray that slides out like it was on the end of a butler’s arm—not to mention a lot of other good stuff they didn’t even know they could get on an automobile, like doors that fit and seats that don’t make you tired when you sit in them. So far as I’m concerned, to hell with all of ’em. If they’re content to remain in the automotive dark, let them.

The 2002 tii followed in 1971 and boosted the 2002’s horsepower from 114 hp to 130 using fuel injection over carburetors. Quaint numbers: The X2 M35i is good for 302 hp and 322 pound-feet of torque. Back then, sedans were pretty much all BMW sold, although there were touring versions, European terminology for hatchbacks and station wagons. The 2002/2002 tii was BMW’s clear best-seller then.

Now, the two best-selling models in the BMW lineup are the X3 and X5. X designates SUVs, which BMW calls sports activity vehicles (SAVs) and sports activity coupes (SACs). SUV/SAV/SAC sales climbed to 52 percent of the 311,014 BMW brand sales last year. All except the X1 have M (Motorsport) versions, although the X2 M is not considered quite as Motorsport-ish as the X3 to X6 M vehicles.

Some fanatical owners will argue long, hard, and loud that the M2 Coupe is the logical successor to the 2002 tii. For them, maybe so. At the same time, the X2 M35i will lap a racetrack competitively. It is only 4.5 inches taller than the 2002. The M2 Competition coupe does 0-60 in 4.2 seconds, the X2 M35i does it in 4.7 seconds. Unless you’re on a race track, that is more power than anybody needs for daily driving. There is no on-ramp in America where the M35i can’t reach 60 mph before you have to merge (0-60 takes the length of a football field), even get 10 mph beyond past the speed limit so you can merge ahead of the 18-wheeler that has a convoy of a dozen cars tailgating it in the right-hand lane and paralleling your car. [Sounds like you’re familiar with the New Jersey Turnpike. -Ed]

Here’s one last reason the X2 M beats the M2 Coupe for enthusiasts who drive long distances solo: The X2 M is a mini-motor home. Very mini. Limited amenities. But on long trips, a driver can pull into a safe rest area, drop down one of the two rear seatbacks, roll out a padded mat, and snooze for a couple of hours or overnight with feet in the cargo bed, head on the seatback. (Drivers under six feet will fit with their knees bent slightly.) The cargo cover and tinted side windows provide a measure of privacy. I’ve slept out a torrential rainstorm in the California desert (on high ground) in an Audi TT’s boot (also with folding rear seatbacks) and the Bimmer is spacious by contrast. The X2 M is quick enough, spacious enough, and versatile enough to be the new tii. That’s our take.

The must-have Magma Red leather upholstery, the same price as plain old black leather.

X2 Trim Lines

The BMW X1 and X2 are based on a front-drive platform shared with Mini. Factoid: BMW went forward with front-drive only after extensive consumer research and found potential customers already believed BMW was selling front-drive cars.

The X2 M35i, all-wheel-drive only, starts at $46,450 with freight; $8,100 more than the X2 xDrive28i (AWD), in turn $2,000 more than the X2 sDrive28i (front-drive). We’ll say no more about them.

On the X2 M35i, options include Premium Package (head-up display, navigation, heated front seats, $1,400); metallic paint, $595; 20-inch wheels with 245/40R20 performance run-flat tires, $600; leather upholstery, $1,450 plus a mandtory $500 for M sport seats; adaptive cruise control, $950; moonroof, $1,350; Qi wireless charging and Wi-Fi hotspot ($500; telematics and a cellular modem are standard); very good Harman Kardon audio, $875; dynamic damper control, $500; and roof rails, $250. With every options box checked, the price is $55,965.

There are configuration quirks. BMW’s build-your-own site indicates you can get heated seats and heated steering wheel but then you can’t have adaptive cruise control. You can, however, have ACC and heated seats, albeit with no heated steering wheel. If you want the auto-adjusting shocks, you must take the 19-inch wheels with 245/45/R19 all-season tires, probably the better choice for most drivers. You could do this and come out ahead: Get the X2 M with DDC and 19-inch wheels. Order a set of 20-inch alloys (BMW’s or a reputable third-party maker) and the same Pirelli P-Zero summer tires for $3,500-$4,000. Yes, they’re expensive. Sell your essentially new 19-inch wheels and tires to someone who destroyed theirs on a pothole or curb, for $1,000 to $1,250 apiece.

If you have 20-inch wheels and summer performance tires, you’ll need to add a set of winter tires and wheels, $1,600-$2,500, if you live where it gets below 40 degrees. Even if it doesn’t snow, the car loses grip.

Should You Buy?

Nobody needs this vehicle except maybe to cope with a change-of-life crisis (hitting 30, 40, or 50; getting divorced; or laid off with a fabulous buyout package). Or to have fun. It is an absolute hoot to drive. It has enough room for most drivers and passengers. The shape is the best-looking of BMW’s coupe-styled SUVs and doesn’t have the odd-to-some fastback roofline of the X4 and X6.

The X1 carries more cargo, the X3 a lot more. If you’re looking at a non-M X2, maybe you want the X1. Both X1 and X2 come in front- and all-wheel-drive versions but there is no X1 M version. The compact BMW X3 is 13 inches longer (186 inches) and $5,500 more. It’s a toss-up whether the X3 or X5 is BMW’s best SUV. Families of four, or couples who carry lots of gear but don’t want a big vehicle, will find the X3 better suited to their needs. There are M versions of the X3: $71,000 for the X3 M, $78,000 for the X3 M Competition, rated at 4.0 seconds 0-60 mph. Sooner or later, you’re talking serious money.

There is some competition: the Mercedes-Benz GLA, the Volvo XC40, the larger and costlier Porsche Macaan, and the Alfa Romeo Stelvio. Add the Lexus UX and borderline subcompact/compact Cadillac XT4, if ultimate handling matters less than cabin comfort.

Now read:

2019 Volvo XC40 Review: Standout Subcompact Crossover, Heavy on Safety

2019 Cadillac XT4 Review: Nice Ride. How Come More Safety Isn’t Standard?

2019 BMW X7 Review: The Best Big SUV Yet

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/300597-bmw-m2-x35i-suv-review-2002-tii-reimagined-for-modern-times from Blogger http://componentplanet.blogspot.com/2019/10/bmw-m2-x35i-suv-review-2002-tii.html

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mobileautorepairpros · 6 years

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Road Tests: 2019 Ford Mustang Bullitt

Vital Statistics

Engine: 5.0 liter

Horsepower: 480

Torque: 420 lb-ft.

0-60 mph: 4.7 seconds

1/4 mile: 12.9 seconds @ 113 mph

EPA: 15 mpg city / 24 mpg highway

On the list of most noteworthy Mustangs of all time, the Bullitt surely occupies a spot near the top. Never one to miss out on an opportunity, Ford has twice capitalized on that, with limited edition runs. Well, that original Bullitt is still making headlines and attracting crowds, so Ford is back for a 3rd time. And believe me, this one is a real charmer!

Not surprisingly, as number three in a series, the 2019 Ford Mustang Bullitt follows the same basic formula as the 2001 and 2008 editions. That is, emulating that 1968 Mustang GT Fastback that Lt. Frank Bullitt used to chase evildoers around San Francisco with, in the 1968 movie Bullitt.

Covered in Dark Highland Green of course, though you can also opt for Shadow Black, but why would you? Well, maybe because it’s probably the rarer black ones that will be more collectible in the future. Just a pro tip from your friends at MotorWeek.

A few added horsepower has always been part of the Bullitt formula; so thanks to a larger throttle body, the Shelby GT350’s intake manifold, and a software update, you get 480-horsepower, up 20 from a standard GT 5.0-liter V8, fresh off of upgrades it received just last year. Torque output remains at 420 lb-ft.

Completing the transformation, is a Bullitt-themed simulated gas cap on the trunk lid, above quad exhaust tips with unique sound. Wheels are inspired by the Torq Thrust mags of the original, in front of red brake calipers. Add the GT Performance Package, and of course a cue ball shifter for the 6-speed manual trans, and there you have it, a totally updated Mustang Bullitt.

Gauges are the 12-inch LCD cluster with a big tach running the full width of top; you know, just like speedometers did back in the day.

But, since the Bullitt is essentially a GT Premium with the Performance Package, and a few extra horses, how different can it really be? Well, let’s hit the track and find out.

Our track of choice is, of course, Roebling Road Raceway near Savannah, Georgia.

The Bullitt is manual transmission only, and we love its cue ball shifter, but the clutch is still a little on the soft side. And working them both got a lot easier; as for ’19, all Mustang GTs get rev matching.

And it worked great around Roebling’s 9 high-speed turns. The GT is truly a nicely competent performer, with its Brembo brakes a real highlight.

It turns in quickly, even with a fair amount of body roll, and there’s an overall softness to the chassis that keeps it from being a true track star; but plenty enough performance to have some real twisty fun.

Power numbers may seem small compared to the Demons of this day; but on track, it feels like the power goes on for days. Delivery is smooth and steady, with a nice mid-range punch; and everyone comments on just how loud it can get with the active exhaust in Sport or Race modes.

Cold temps and a damp track didn’t help us channel those additional 20-ponies to the pavement; our best 0-60 run was 4.7-seconds. But here one year ago under much better conditions, we consistently ripped off 4.5s in a Mustang GT.

Likewise, our ¼-mile was about half a second off at 12.9 and 113 miles-per-hour.

Away from the track, our Mustang Bullitt continued to shine. Seat comfort was quite good, with the best visibility in the muscle car class. It’s a powerful but well-balanced machine, that’s not too hyper for relaxed cruising. The look may be classic, but it’s modern-car drivable.

Quiet mode allows you to bring this beast to life without annoying the neighbors, and there’s no harsh ride penalty to be paid here.

Government Fuel Economy Ratings are 15-City, 24-Highway, and 18-Combined. We averaged a great 25.0 miles-per-gallon on the drive down from Maryland.

We think pricing is right on target at $47,690; only about a grand over what you’d pay for a GT Premium with the Performance Package.

You can’t point to any one thing that makes this 2019 Ford Mustang Bullitt so incredibly desirable. But, it is. A somewhat magical package that delivers a little more performance and sinister looks, along with a healthy dose of “King of Cool” nostalgia. It just feels so right, with every part and spec inline with all the others. So, even if you’ve never seen Bullitt, or God forbid, don’t remember Steve McQueen, this is one Bullitt that everyone should be willing to take.

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itsworn · 7 years

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Ultrarare 1967 Dodge Coronet R/T Hemi Convertible Bought, Sold, Then Bought Again 20 Years Later

The 1967 model year was pivotal in the North American specialty car market. Chevrolet and Pontiac introduced their Mustang-fighters. Mercury rolled out the Mustang-based Cougar. Over at Plymouth, the Barracuda was redesigned to compete better with the Pony.

The year also marked the introduction of the Coronet R/T. After the 1964 GTO’s auspicious start, plenty of competitors rode on its coattails, but not Dodge. When Dodge finally introduced the Coronet R/T in 1967, it was beyond being fashionably late, but it certainly arrived in high fashion.

It’s not like Dodge was lacking in hardware. Chrysler Corporation was famous for engineering prowess but was playing it safe in the mid 1960s after several missteps. For example, 1957 started out with the highest of highs with the “Forward Look,” only to lead to quality control woes due to production and labor issues. In 1961, new lows were reached thanks to atrocious style, as if someone forgot to tell Vice President of Styling Virgil Exner that the 1950s were over. The final straw came in 1962 thanks to redesigned fullsize Dodges (Dart and Polara) that were slightly downsized due to faulty intelligence. General Motors was rumored to have a smaller Chevy in the works, but the product of the speculation ended up being the compact Chevy II, not new fullsize models. This led to an 11th-hour redesign that bastardized Exner’s original designs and resulted in somewhat goofy styling.

The upside to this was the all-new 413 Ramcharger Max Wedge, which helped bring Dodge to the forefront at the drags thanks to a fortuitous combination of lighter weight and prodigious power. Mopar fans like to think of the Ramcharger Dodge and its Super Stock Plymouth twin as the first muscle cars, which makes sense when you compare a 1962 Dart with the 1964 GTO: 116-inch wheelbase versus 115; 202-inch length versus 203. By the time the GTO debuted, fullsize Dodges featured a wheelbase bump to 119 inches and length up to 209.8, much closer to competitive fullsizers at the time. Dodge offered a 330hp 383 and an all-new 365-horse 426 High Performance Street Wedge that were more in spirit with the GTO, but the GTO initiated a shift in the performance market. Not only did Pontiac take it from the track to the street, but Pontiac gave the GTO a distinct identity.

And then came the copycats. Chevrolet, Oldsmobile, and Buick, plus Ford and Mercury, offered their own versions of the GTO by 1965-1966, but Dodge continued to play it safe with the new midsize Coronet (itself related to the 1962-1964 Dodges). It could be said that the introduction of the Street Hemi in 1966 gave Dodge the image it needed, but total sales between the Elephant Motor and the more affordable 325-horse 383 barely registered on the radar.

For 1967 Dodge felt it was time to use the GTO’s formula, and the Coronet R/T checked all the boxes. Inspired name? Check. Hoodscoop? Check. Prominent badges? Check. High trim level? Check. Horsepower? Impressive check. Image and style? In spades! Not only did the Coronet R/T have a name that implied a car suitable for road and track, but it also featured the largest performance engine in the industry—standard!

The 440 had been introduced in 1966 for the fullsize Polara and Monaco, but Dodge upgraded it in 1967 specifically for the Coronet R/T (and as an option for the fastback Charger). While the basic 440 featured 350 hp, the R/T’s new 440 Magnum featured larger exhaust valves, a longer-duration camshaft, a special four-pot carb, and low-restriction exhaust manifolds (something the 1964-1965 426 Street Wedge lacked). Horsepower was an impressive 375, which dwarfed the optional offerings from GM save the Chevelle’s 396/375. FoMoCo offered an underwhelming 390 and a sweet 427 for the Fairlane and Comet, but that’s where the Hemi came in. Dodge went all-in with the transmission selection too, making the esteemed TorqueFlite three-speed automatic standard, with a four-speed manual a no-cost option (although it required several mandatory options like Sure-Grip). Clearly the Dodge Rebellion was in full swing.

Inside, the Coronet R/T featured premium appointments with standard bucket seats available in black, white, dark blue, gold, red, or copper; a buddy seat or console was optional to fill the space in between. Reflecting the R/T’s sporty pretentions was a standard 150-mph speedometer, but the optional tach required the console. All power and convenience options were available on the R/T aside from typical incompatibilities like air conditioning with the Hemi or four-speed. All told, more than 10,000 were built, including 628 convertibles—not plentiful, but when combined with the Plymouth GTX, the image adjustment certainly paid off in reputation.

This white 1967 Hemi Coronet R/T convertible was originally bought by Rydal, Pennsylvania, resident M.S. Rubin from Jenkintown Dodge. He painted it green not long after buying it, then sold it to owner number two by 1970. It happened to catch the eye of a teen named Bill Weissman.

“I recall seeing it parked a few times at my high school parking lot in 1970-’71 in Northeast Philadelphia where I grew up,” Bill recalls.

By the mid 1970s, third owner Mike Addario gave the R/T its second repaint, now a green metalflake with red flames. He also added 12.5:1 pistons, a big cam, headers, a fuel line cooler, a big oil pan, a B&M floor shifter with a locked-out valve body, Line Lock, 4.56 gears, a three-point rollcage, and of course mags and slicks. The R/T now led a double life at Atco Dragway and World of Wheels shows.

In 1977, Bill bought a worn-out 1970 Hemi Challenger R/T. After getting it back on the road, he thought he’d try to find the owner of the Coronet R/T and see if he was willing to part with it. They couldn’t agree on a price, but several years later the R/T appeared in Trading Times and a deal was worked out. Bill’s R/T arrived home on Christmas Day 1983.

Over the course of two years, Bill worked to bring the rare R/T back to stock specs. Since the Coronet had been garaged, the body and interior were nearly perfect, needing only carpet replacement and a repair to one section of the rear seat where it had been cut for the Lakewood rollbar.

By contrast, some work was needed under the hood. Typical of the time, the engine compartment was painted black and holes were made for the aftermarket accessories. Bill stripped the paint, brazed the holes, and rigged up a makeshift paint booth in his garage to spray the engine compartment and fenderwells back to their proper Mopar selves. The body itself went to a paint shop where the correct Code W White was sprayed.

Bill says, “The chrome and brightwork were all so nice that nothing but the front bumper needed to be replaced because it had been modified so it could be flat-towed to the drag strip.” The original Hemi was tired, but a valve job, new pistons, and a factory-spec replacement cam ended up being all that was needed. The 4.56 gears had to go, but Bill went one step further because “every Hemi deserves a Dana.” Out went the original 8 3/4 rear (which originally held 3.23s), and in its place came a 3.54-geared Dana 60 plus driveshaft. By selling all the race parts at the flea market at Raceway Park in Englishtown, Bill was able to cover the cost of the engine rebuild and still have money left to purchase stock exhaust manifolds and a Hemi H-pipe.

Thanks to his membership with the Northeast Hemi Owners Association, Bill met fellow Hemi aficionado Anotol Vasiliev, who owned a 1969 version of the same car. Both men began participating in several regional and national events, such as the National Mopar Gathering in Ann Arbor and the Supercar Showdown in Quaker City. Bill also attended the East Coast segment of the MCR-sponsored Musclecar Nationals at Atco.

Says Bill, “My best timeslip was only a 14.2 at 99 mph, mostly due to the small tires and an untrained right foot.”

As with many of us, Bill found himself moving on to other projects. In the early 1990s he sold the R/T, but in 2014 he began to feel the itch for another Hemi. Nothing caught his eye until he stumbled upon a certain white Hemi Coronet R/T convertible on eBay, becoming its owner for the second time. Little had been changed by the three previous owners aside from a new coat of paint around 2010 and a fresh convertible top. Bill subsequently sorted out a few new things he didn’t do the first time around.

Currently showing under 30,000 miles, the R/T resides in Egg Harbor Township, New Jersey, where Bill is able to “give the old girl a little exercise on sunny days.” That included a trip to the “50 years of the Hemi” invitational at the 2016 Carlisle Chrysler Nationals.

For 1968, Dodge introduced a performance model that dressed down for the occasion: the Super Bee. This, along with the Plymouth Road Runner, demonstrated that although Dodge was initially slow to the punch, it rose to the occasion and began to dictate high-performance fashion that others simply had to follow.

At a Glance

1967 Coronet R/T Convertible Owned by: Bill Weissman, Egg Harbor Township, NJ Restored by: Owner Engine: 426ci/425hp Hemi V-8 Transmission: 727 TorqueFlite 3-speed automatic Rearend: Dana 60 with 3.54 gears Interior: Black vinyl bucket seat Wheels: 14×6 Magnum Tires: G70-14 Goodyear Polyglas Special parts: Less than 30,000 miles; one of three Hemi R/T ragtops known; current owner is both the fourth and eighth owner

The 1967 Coronet received a gentle facelift from the year before. The partially hidden taillights and trim, shared with the more pedestrian Coronet 500, mimic the Charger-influenced grille. Dodge’s signature delta theme shines through when the signals are illuminated.

The Coronet’s R/T badges suggested there was a 440 or Hemi sitting behind, with the latter receiving badges on the front fenders.

Despite having a true image car for 1967, Street Hemi production was less than half of 1966’s output. Records are incomplete, but it is known that at least four Hemi R/T convertibles were built.

Like all midsize muscle models at the time, the 1967 Coronet R/T featured premium furnishings. Buckets and a column-shifted automatic was the base configuration.

Owner 4 and 8

As sometimes happens, Bill Weissman bought, sold, and then bought this Coronet R/T again as his life circumstances changed, making him both the fourth and eighth owner of the Hemi-powered convertible. He shared with us some photos from his previous years of ownership.

Here is the ad third owner Mike Addario placed in an Atco Dragway flyer in 1978.

Bill dismantled the car’s racing mods and redid the cowl before sending the R/T to be repainted.

By 1986, the R/T was carrying Bill to events as far away as Michigan.

Here, Bill is parked next to “Mr. Hemi” Anotol Vasiliev’s 1969 Hemi R/T ragtop at the 1986 Mopars at Englishtown.

The post Ultrarare 1967 Dodge Coronet R/T Hemi Convertible Bought, Sold, Then Bought Again 20 Years Later appeared first on Hot Rod Network.

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jonathanbelloblog · 7 years

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2018 Detroit Auto Show Hits, Misses, and Revelations

DETROIT, Michigan—Porsche, Volvo, and Mazda all are absent from the North American International Auto Show this year, adding themselves to a list that for years have included Jaguar Land Rover, Ferrari, Maserati, Aston Martin, Rolls-Royce, Bentley, Lamborghini, and Tesla. While we miss the Volvo stand’s coffee, local Volvo dealers set up a display of models, all in white, just outside the Cobo Hall show floor, where Mitsubishi nearby flanked a Mirage sedan with an Outlander on one side and an Outlander Sport on the other, all in dark paint colors, on an unadorned display in a dark corner. There was no Mini stand this year: on the short press conference day, Monday, the BMW stand had a lone Countryman surrounded by Bimmers, though by Tuesday the Mini was no where to be found.

GAC Motors’ stand was bigger and brighter than ever this year. Its president, Yu Jun, announced the automaker would attend this year’s National Auto Dealers Association meeting in Las Vegas, “in preparation for entering the U.S. market in the fourth quarter of 2019.” But if NAIAS ’18 was about anything, it was about trucks; from the new Chevrolet Silverado and Ford Ranger, to the Ram 1500 and the Mercedes-Benz G-Class. The Chevy Silverado and Merc Gelendawagen both premiered off-site, and this could be a good model for NAIAS shows to come. By the time press days start all the important stuff has been revealed, and we can concentrate on interviewing executives, designers, and engineers while we get to see all the new cars and concepts up close.

More time, in other words, to pick our hits, misses, and revelations…

HIT: Infiniti Q Inspiration Concept

Infiniti’s Q Inspiration concept rolled into Detroit evoking thoughts of Porsche’s all-electric Mission E concept—well, if you squint, anyway—and while I’m not always a fan of this design language, something about it works in this application. It features Infiniti’s interesting VC-Turbo variable-compression engine technology, and if the next production Q70 ends up looking like the Q Inspiration, I won’t complain.

—Mac Morrison

Beautiful, even if it does look like it cribbed a bit off the Porsche Mission E’s sheet. The only thing I don’t like about this car’s sleek, relatively understated styling is the unlikelihood that it will make it to production without gaining a dozen ungainly flourishes.

—Nelson Ireson

Karim Habib, Infiniti’s new design chief, is excited about the future of the brand that in many ways has only just begun. Even though it has been around for more than 30 years the company has had its own organizational structure based out of Hong Kong for about the last five years. Habib has a tremendous opportunity to shape the direction of a brand that’s climbing the luxury ladder, to provide inspiration for his team in Tokyo. While Habib said it’s not necessarily a true vision of a specific new car in development, he indicated that there are several strong future design cues on the Inspiration. Too bad it’s not the actual car, because with its mean, chunky mug, massive panoramic glass feature that extends down the rear of the car, its wide, sweeping rear end, and floating four-place seating and console, this is a package that shouts luxury and exudes future cool.

—Mike Floyd

The return of the Infiniti Q ship remains two or three years away, but it’s reassuring that the new car might take after this low-slung concept. After generations of uninspired flagship sedans, the Q Inspiration’s cues promise a return to the spirit of the original Q45.

—Todd Lassa

HIT: Lamborghini Urus

Yes, it’ll cost more than a villa in Italy. Yes, it has a name that sounds hilarious if you put the word “infection” after it. Yes, Lambo snubbed the Detroit show and displayed the Urus off-site. I don’t care, because this thing is fan-friggin’-tastic. I came into the Motor City prepared to write a half-dozen jokes at the Urus’ expense, but after seeing it in person, I’m smitten. From the Periscopo-like wheelarches to the video-game interior, the Urus is sex on wheels—and it has four doors and a back seat to hold the resulting offspring. I drooled to the point that I nearly passed out from dehydration.

—Aaron Gold

HIT: Bullitt Mustang

Pedants will say that it’s just a trim package, but Ford nailed the Bullitt Mustang. It has more power than the Mustang GT, a manual transmission, and the exterior looks sweet. It’s a fitting homage to what is arguably the best car chase movie of all time.

—Billy Rehbock

MISS: Toyota Avalon

There comes a critical point in a designer’s job when, in working to overcome bland styling, he or she must lift the pencil. The new Avalon’s designers overshot that critical point, and the over-designed side surfacing ends in unappealingly bulbous taillamps. Compounding the problem, this full-size sedan suffers from front-wheel-drive proportions, which simply don’t look elegant on a car of this overall length. I wish the remaining participants in this dying segment would all switch to rear-wheel-drive. After all, the Chrysler 300 outsold the Avalon 51,237 to 32,583 last year.

—T.L.

Expect much that is good and right about the Avalon’s underpinnings, making for a cush ride that buyers will love. The clean interior features loads of tech, and there is no reason to suspect this won’t prove to be the best Avalon ever. But that exterior styling … oh dear.

—M.M.

Its grill is truly unattractive. Toyota seems to be pushing the Avalon in a sportier direction when its comfort, dependability, and safety are the reasons buyers go for it. The Avalon misses the mark by trying a little too hard to be something it’s not.

—B.R.

And here we thought the Toyota/Lexus spindle grille couldn’t get any worse. The new Avalon’s front end is like an insect’s bad dream. I don’t know whether to drive it or set it on end and grille hamburgers on it.

— A.G.

HIT: Lexus LF-1 Limitless Concept

You might have arguments about the latest 3-D application of the Lexus spindle, but it works okay on this tall, luxuriously appointed and very nicely proportioned shooting break. If Lexus cuts back on sedans, just like everybody else (except Mercedes-Benz and BMW) in the luxury car world, the LF-1 would nicely fit between IS and LS.

—T.L.

It’s just gorgeous, and aside from the LC500, this is the only other Lexus, concept or otherwise, that I’ve ever said that about.

—N.I.

MISS: Nissan Xmotion concept

Just what the world awaits: a compact crossover (“cross-motion,” not “ex-motion,” get it?) trying to be all butch and modern-day Xterra-like.

—T.L.

This chunky crossover concept isn’t easy on the eyes. The wild body panels and goofy interior are pretty off-putting. The Xmotion’s doesn’t quite tell us anything new about where Nissan is going in terms of technology either, beyond representing a further commitment to autonomous driving.

—B.R.

REVELATION: GAC GS3

I always wondered what would happen if a Volkswagen Tiguan and a Nissan Murano had a love child. Now I know.

—A.G.

HIT: Ford Ranger

Ford calls its new Ranger a “lifestyle truck,” and the pickup doesn’t go into production for about a year. Both points are irritating but, regardless, it’s time for the Ranger’s return. This model is well proportioned, and new Rangers will be available with a host of appealing features. Now, Ford, bring on the long-awaited new Bronco.

—M.M.

We’ve all been waiting for Ford’s reentry into the small-truck biz, and the new Ranger doesn’t disappoint. With its chrome bumper, embossed tailgate, and comfortingly familiar dashboard, there’s enough F-150 lineage to make you forget this is basically an Americanized version of the Euro-Asia-Mexico-spec truck. I won’t be able to attest to the Ranger’s work ethic until I hook up my horse trailer, but my experience with Ford’s full-size pickups leads me to believe I won’t be disappointed. GM has set the bar pretty high—of all the small pickups, theirs is the only one that can tow that trailer worth a darn—but I think the Ranger will give the GMC Canyon and Chevy Colorado a run for their money.

—A.G.

MISS: 2019 Ford Ranger

Yep, it’s also a miss. The 2.3-liter EcoBoost seems like a great powerplant for the Ranger. But—that’s it? That’s the only choice? No economy-minded naturally aspirated four for the gardeners? No stout V-6 for the traditionalists? No diesel for us trailer-towers? Come on, Ford. Your F-150 has the most comprehensive engine lineup in the biz. The Toyota Tacoma offers two engines and GM’s Colorado and Canyon offer three. The Super Duty only has two mills, but they’re both gems. As the kids on the Interwebz say: “Needs more.”

—A.G.

REVELATION: Why Ram doesn’t need a new Dakota

In his last NAIAS press conference before he retires this year as Fiat Chrysler CEO, Sergio Marchionne said his company can’t make a business case for a new midsize truck to replace the Dodge Dakota that ended production in 2011, even though Ford is back in the game with a new Ranger to take on the successful Chevrolet Colorado and GMC Canyon. More important than their middle size, these are “lifestyle” trucks, and Fiat Chrysler also has its own on the way; the JL Wrangler-based Jeep Scrambler expected within the year.

—T.L.

HIT: 2019 Chevrolet Silverado

Silverado fans get an all-new truck with loads of options, from workhorse models to more high-level luxury trims, and plenty of capability to boot. Reactions were mixed on the show floor to the muscle-car-inspired styling, but there’s no denying Chevy’s new pickup makes a statement, and it grabbed loads of worthy attention in Detroit.

—M.M.

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jesusvasser · 7 years

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2018 Detroit Auto Show Hits, Misses, and Revelations

More time, in other words, to pick our hits, misses, and revelations…

HIT: Infiniti Q Inspiration Concept

—Mac Morrison

—Nelson Ireson

—Mike Floyd

—Todd Lassa

HIT: Lamborghini Urus

—Aaron Gold

HIT: Bullitt Mustang

—Billy Rehbock

MISS: Toyota Avalon

—T.L.

—M.M.

—B.R.

— A.G.

HIT: Lexus LF-1 Limitless Concept

—T.L.

It’s just gorgeous, and aside from the LC500, this is the only other Lexus, concept or otherwise, that I’ve ever said that about.

—N.I.

MISS: Nissan Xmotion concept

Just what the world awaits: a compact crossover (“cross-motion,” not “ex-motion,” get it?) trying to be all butch and modern-day Xterra-like.

—T.L.

—B.R.

REVELATION: GAC GS3

I always wondered what would happen if a Volkswagen Tiguan and a Nissan Murano had a love child. Now I know.

—A.G.

HIT: Ford Ranger

—M.M.

—A.G.

MISS: 2019 Ford Ranger

—A.G.

REVELATION: Why Ram doesn’t need a new Dakota

—T.L.

HIT: 2019 Chevrolet Silverado

—M.M.

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eddiejpoplar · 7 years

Text

2018 Detroit Auto Show Hits, Misses, and Revelations

More time, in other words, to pick our hits, misses, and revelations…

HIT: Infiniti Q Inspiration Concept

—Mac Morrison

—Nelson Ireson

—Mike Floyd

—Todd Lassa

HIT: Lamborghini Urus

—Aaron Gold

HIT: Bullitt Mustang

—Billy Rehbock

MISS: Toyota Avalon

—T.L.

—M.M.

—B.R.

— A.G.

HIT: Lexus LF-1 Limitless Concept

—T.L.

It’s just gorgeous, and aside from the LC500, this is the only other Lexus, concept or otherwise, that I’ve ever said that about.

—N.I.

MISS: Nissan Xmotion concept

Just what the world awaits: a compact crossover (“cross-motion,” not “ex-motion,” get it?) trying to be all butch and modern-day Xterra-like.

—T.L.

—B.R.

REVELATION: GAC GS3

I always wondered what would happen if a Volkswagen Tiguan and a Nissan Murano had a love child. Now I know.

—A.G.

HIT: Ford Ranger

—M.M.

—A.G.

MISS: 2019 Ford Ranger

—A.G.

REVELATION: Why Ram doesn’t need a new Dakota

—T.L.

HIT: 2019 Chevrolet Silverado

—M.M.

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5hit-i-l00k-at · 7 years

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2020 ford ranger price

New Post has been published on http://www.fordissue.net/2020-ford-ranger-price/

2020 ford ranger price

2020 ford ranger price – To use beginning years, Ford went up to popularity on the back of its innovative Type T automobile (or Tin Lizzie), as it was among the first autos not just in be produced in higher quantities, only one with the earliest to become feasible towards the middle profits earner. First of all built in 1908, Type Ts were first of all shipped out over Ford Australia because “complete knock-down” (CKD) kits with 1925.

Despite being an American company using an Australian arm, many Ford’s products supplied in your neighborhood are created abroad. All the Ford Fiesta, Ford Focus, Ford Ranger along with Ford Everest are stated in Thailand; the actual Ford EcoSport is constructed inside India, as you move the Ford Mondeo and also Ford Escape are designed in Spain. Ford’s performance types such as the Ford Fiesta ST, all of the Ford Focus ST and the Ford Focus RS are designed in Germany, however company’s main muscle car, that Ford Mustang, remains American. Run-out styles of that Ford Falcon, Ford Falcon Ute and the Ford Territory, that have been discontinued in 2016, were all constructed in Australia.

On 2016, Ford has been the fifth-highest selling car brand name from our market along with 81,207 sales, though Ford’s best-selling product ended up being typically the Thai-built Ford Ranger utility, creating almost half (36,934) of the Fords bought from Australia this past year. Although Ford Australia will no longer makes its trucks, the company even now continues to be among the parent company’s three major global hubs with regard to design and development and research (R&D). By simply 2018, it’s estimated which Ford Australia can have up to 2000 personnel, which often approximately 1750 will be engineers.

the particular Ford Mustang information and facts, cost, launch time, for purchase

The 6th-technology Ford Mustang showed up in late 2013 for the 2015 type 12 months as being the company’s most innovative pony car nevertheless. Not merely redesigned in and out, the modern Mustang also attained a completely independent back revocation, the first for the muscle tissue car due to the fact its creation in 1964. The newest technology also marked the gain on the three-tube ’Stang, along with Ford incorporating a turbocharged, 2.3-liter EcoBoost to the normal V-6 and also V-8 engine lineup. In early 2017, the 6th-technology Mustang attained its mid-phase modernize. Whilst primary rumors as well as spy shots did not suggest a leading up grade, the Mustang revealed on top of numerous changes in and out.

A new front side fascia would make the 2015 type sound classic, when the cabin boasts major upgrades from the technician section. More upgrades had been operated underneath the hood, where Ford increased a completely new intelligent transmission and decreased the admittance-level engine. The two staying products attained power will increase. The chassis also attained its share of upgrades in order to make that 2018 Mustang all of the sportiest horse car Ford has produced to this point. Naturally, these types of changes had been developed to take the Mustang up to speed compared to the new-technology Camaro. Effortlessly, the facelift will likely drip to the bigger performance variations on the latest Mustang, like the Shelby GT350.

Changes are not as extraordinary approximately lower back, but there are many significant features to share. First of all, the tri-pub taillights have been completely redesigned. Although structure is related, the a bit angled stripes that crafted out of cluster around the sociable type was changed out by C-formed taverns. Listed below,, there is a revised licence platter recess in addition to a fresh diffuser. The EcoBoost designs attained twin exhaust piping, when the GT attained an even more ambitious quad pipe structure using a race-encouraged core portion.

the particular Ford F-150 analyze, technical specs, overall performance, and Renovate

Ford has modified that F-150 intended for 2018 by using plastic updates, new proactive security products, as well as healthier powertrain upgrades. A new front side fascia and tweaks to the taillights and tailgate comprise the exterior changes, together with new tire options. Adaptive cruise vacation influence, intelligent disaster braking, and lane-continue to keep facilitate have become current, as well. Though the major changes come about underneath the hood.

Ford has updated virtually every engine preference. The starting point 3.5-liter V-6 continues to be changed out with a brand new 3.3-liter V-6 with increased power and proficiency. The two 2.7-liter EcoBoost V-6 and 5.-liter V-8 have been completely improved with increased power. Ford’s 10-quickness intelligent now is offered typical on all though the starting point V-6. In addition, an all-new 3.-liter Strength Stroke V-6 turbodiesel joins the lineup. The 3.5-liter EcoBoost V-6 brings through unchanged, while it attained an incredible modernize for the 2017 type 12 months. This is also true for the 2017 F-150 Raptor’s Large-Productivity 3.5-liter EcoBoost. The F-150 is Ford’s major vendor and largest gain-manufacturer, so it’s absolutely acceptable why Ford pays it a whole lot consideration.

Ford creators have introduced new lifestyle to the F-150’s front end. The grille, headlights, and front side bumper have been completely reworked. The grille is already more substantial, including a hexagonal condition that dips in the bumper, generating an even more aspect-wealthy area. Horizontal taverns separated the grille and run across the headlights. Like prior to, various reduce amounts have grille inserts, colorings, and styles. A lot of the trims, as an illustration, have imitation consume openings near the headlights. An additional reduce has no side to side pub in anyway, instead areas the big Ford Azure Oval within the center of a dark-colored honeycomb grille.

The rest of the 2018 F-150’s aluminum continues to be unchanged. That is not a bad thing, yet, as being the F-150 continue to continues to be the most recent full-dimensions van available to buy. GM’s twins had been new in 2014 additionally, the Ram 1500 debuted last 2009. Either GM and Ram vehicles have received updates since then, though the F-150’s bone continue to be the freshest.

The F-150 continuously give usefulness mixed with its create. Tow hooks protrude from underneath the front side bumper, generating vehicle retrieval a breeze. Nothing at all has changed together with the F-150’s interior. Despite the fact that that might be a monotonous basic fact, the F-150’s diggs remain to be fresh from 2015 and tend to be used from the all-new 2017 Ford Ultra Duty pickups. The cabin involves some tremendously believed-out ergonomics, glare-absolutely free products, and sensible storing spots. Of course, the F-150 is offered in a number of reduce amounts and two to three cab capacities, giving a little something for everyone. The fleet user expected a completely new set of employment vehicles may go for the XL reduce and perhaps the normal cab. The middle-course person who doesn’t will need more space for just a full time loved ones may aim for the XLT or Lariat reduce together with the SuperCab setup.

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levaduraa · 7 years

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2020 ford ranger price

New Post has been published on http://www.fordissue.net/2020-ford-ranger-price/

2020 ford ranger price

the particular Ford Mustang information and facts, cost, launch time, for purchase

the particular Ford F-150 analyze, technical specs, overall performance, and Renovate

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mariokolaric · 7 years

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2020 ford ranger price

New Post has been published on http://www.fordissue.net/2020-ford-ranger-price/

2020 ford ranger price

the particular Ford Mustang information and facts, cost, launch time, for purchase

the particular Ford F-150 analyze, technical specs, overall performance, and Renovate

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