2009 Ford Ranger Max Concept

This Truck was the Star at Thailand's International Motor Expo running from November 28th thru December 10th. Check out the web site listed below for more information.











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Ford F-250, 2006 Concept Truck

The Ford F-250 Super Chief (often known as just the Ford Super Chief) was a concept car that was created by the Ford Motor Company. The Super Chief was first introduced at the 2006 North American International Auto Show. The Super Chief can possibly show what is next for future pickup trucks.

The Ford F-250 Super Chief

Engine

The Super Chief uses a V10 Tri-Flex engine that has supercharged aspiration and induction. In total there are twenty valves in the engine (2 valves for every cylinder). The Super Chief's engine is hydrogen-powered. It can also run on gasoline and ethanol.

Design

In design, the Super Chief surpasses the designs of past F-series concept vehicles which include the Ford F-250 Super Crew and the Ford F-250 King Ranch. The front-end and grille of the Super Chief was inspired by locomotives, which makes the Super Chief look slightly more aggressive. The Super Chief also has a new feature created by Ford, called BlockerBeam that can help even out crash energy on the Super Chief and another vehicle in the event of a collision.

Ford Forty-Nine

The Ford Forty-Nine was a concept car created by the Ford Motor Company. It was first introduced at the 2001 North American International Auto Show. It was the tribute to the revolutionary 1949 Ford model that was first produced after World War II that was incredibly successful. A convertible was also built later on.

Engine and Design

The Forty-Nine's engine is a the same used in the Ford Thunderbird, a naturally aspirated 3.9-liter, DOHC, 32-valve V8. Its styling cues also resemble the Thunderbird. It is the modern interpretation of the popular 1949 Ford with the exterior being very similar to its ancestor and its interior being based on the most popular cars of the '40s and '50s.

Ford Bronco 1966-1996

The Ford Bronco was a sport-utility vehicle produced from 1966 through 1996, with five distinct generations.

It was initially introduced as a competitor for the Jeep CJ-5 and International Harvester Scout. A major redesign based on the Ford F-Series truck in 1978 brought a larger Bronco to compete with the Chevrolet K5 Blazer, Jeep Cherokee, and Dodge Ramcharger. Thus, Broncos can generally be divided into two categories: Early Broncos (1966-1977), and full-size Broncos (1978-1996). However, no matter which year it was built, four wheel drive and low range were standard on every Bronco built through its thirty year run. Very few 2 wheel drive broncos were ever produced and almost all of those were made for sale outside of the United States.

The full-size Broncos and the successor Expedition were produced at Ford's Michigan Truck Plant in Wayne, Michigan.

1992-1996

The Bronco permanently entered popular culture on June 17, 1994, as the vehicle in which O.J. Simpson, wanted for the murders of his ex-wife and her friend, attempted to elude Los Angeles Police Department in a low-speed chase with himself in the passenger seat and Al Cowlings driving. It was a white 1993 model owned by Al Cowlings.

First Generation

1966-1977

The original Bronco was an ORV (Off-Road Vehicle), intended to compete primarily with Jeep CJ models and the International Harvester Scout. The Bronco's small size (92 in wheelbase) made it popular for off-roading and some other uses, but impractical for such things as towing. The Bronco was Ford's first compact SUV, and Ford's compact SUV place would be taken by the Ford Bronco II (1984-1990), and the Ford Escape (2001-present).

The idea behind the Bronco began with Ford product manager Donald N. Frey, who also conceived of the Ford Mustang; and similarly, Lee Iacocca pushed the idea through into production. In many ways, the Bronco was a more original concept than the Mustang; whereas the Mustang was based upon the Ford Falcon, the Bronco had a frame, suspension, and body that were not shared with any other vehicle.

The Bronco was designed under engineer Paul G. Axelrad. Although the axles and brakes were sourced from the Ford F-100 four wheel drive pickup truck, the front axle was located by radius arms (from the frame near the rear of the transmission forward to the axle) and a lateral track bar, allowing the use of coil springs which gave the Bronco a tight (34 ft) turning circle, long wheel travel, and an anti-dive geometry which was useful for snowplowing. The rear suspension was more conventional, with leaf springs in a typical Hotchkiss design. A shift-on the-fly Dana Corp. transfer case and locking hubs were standard, and heavy-duty suspension was an option.

The initial engine was the Ford 170 cu in (2.8 L) straight-6, modified with solid valve lifters, a six-US-quart oil pan, heavy-duty fuel pump, oil-bath air cleaner, and a carburetor with a float bowl compensated against tilting.

Styling was subordinated to simplicity and economy, so all glass was flat, bumpers were simple C-sections, the frame was a simple box-section ladder, and the basic left and right door skins were identical except for mounting holes.

The early Broncos were offered in wagon, the ever popular halfcab, and less popular roadster configurations. Roadster was dropped early and the sport package, which later became a model line, was added.

The base price was only US$2,194, but the long option list included front bucket seats, a rear bench seat, a tachometer, and a CB radio, as well as functional items such as a tow bar, an auxiliary gas tank, a power take-off, a snowplow, a winch, and a posthole digger. Aftermarket accessories included campers, overdrive units, and the usual array of wheels, tires, chassis, and engine parts for increased performance.

The Bronco sold well in its first year (23,776 units produced and then remained in second place after the CJ-5 until the advent of the full-sized Chevrolet Blazer in 1969. The Blazer was a much larger and more powerful vehicle which could offer greater luxury, comfort, space, and a longer option list including an automatic transmission and power steering, and thus had broader appeal. Ford countered by enlarging the optional V8 engine from 289 cu in (4.7 L) and 200 hp (150 kW) to 302 cu in (4.9 L) and 205 hp (153 kW), but this still could not match the Blazer's optional 350 cu in (5.7 L) and 255 hp (190 kW) (horsepower numbers are before horsepower ratings changed in the early to mid 70s. A 255hp engine would have a horsepower rating of roughly 170 by today's standards.)

In 1973, power steering and automatic transmissions were made optional and sales spiked to 26,300, but by then, Blazer sales were double those of the Bronco, and International Harvester had seen the light and come out with the Scout II that was more in the Blazer class. By 1974, the larger and more comfortable vehicles such as the Cherokee made more sense for the average driver than the more rustically-oriented Bronco. The low sales of the Bronco (230,800 over twelve years) did not allow a large budget for upgrades, and it remained basically unchanged until the advent of the larger, more Blazer-like second generation Bronco in 1978. Production of the original model fell (14,546 units) in its last year, 1977.

Racing

In 1965, racecar builder Bill Stroppe assembled a team of Broncos for long-distance off-road competition for Ford. Partnering with Ford's frequently favored race team Holman-Moody, the Stroppe/Holman/Moody (SHM) Broncos proceeded to dominate the Mint 400, Baja 500, and Mexican 1000 (which was later named the Baja 1000). In 1969 SHM again entered a team of six Broncos in the Baja 1000. In 1971, a "Baja Bronco" package partially derived from Stroppe's design was offered in the Ford showrooms, featuring quick-ratio power steering, automatic transmission, fender flares covering Gates Commando tires, a roll bar, reinforced bumpers, a padded steering wheel, and distinctive red, white, blue, and black paint. However, at a price of US$5,566 versus the standard V8 Bronco price of $3,665, only 650 were sold over the next four years.

In 1966, a Bronco dragster built by Doug Nash ran the quarter mile in 9.2 seconds, with a top speed of 150 mph (240 km/h).

Second Generation

1978-1979

The redesign of the Bronco in 1978 was based on the F-100 truck, sharing many chassis, drivetrain, and body components. The entire front clip is indistinguishable from their full size trucks for those years, and 78/79 broncos were available in either round or square sealed beam headlight styles. Ford started the redesign in 1972, codenamed Project Short-Horn, but introduction was delayed by concerns over the mid-1970s fuel crisis.[4] The increased size allowed them to compete with the fullsize SUVs offered by GM (Chevrolet Blazer/GMC Jimmy), Chrysler (Dodge Ramcharger/Plymouth Trailduster), American Motors (Jeep Grand Wagoneer), and Toyota (Toyota Land Cruiser). The base engine was a 351 cu in (5.8 L), with an optional 400 cu in (6.6 L). A Ford 9" rear axle and a Dana 44 front axle were standard. 1979 saw the addition of a catalytic converter, and other various emissions control equipment.

The 78-79 Broncos are among the most popular fullsize Broncos due to their solid front axles, favored by most off roaders and many towers. The Bronco dropped the solid front axle for an independent front suspension setup in 1980. All Broncos from 66-96 came with a solid rear axle.

Third Generation

1980-1986

There was a major redesign of the model in 1980 (the 1980 model was based on the redesigned Ford F-Series; this generation lasted until 1986 with no sheetmetal changes, mostly powertrain and chassis related). The new Bronco was shorter, and had cosmetic changes along with powertrain, suspension and other odds and ends. Most notably, the Ford Bronco had a TTB (twin traction beam) setup in the front end for an independent front suspension.

With a smaller Bronco and fuel economy in mind, Ford offered a 300 cu in (4.9 L) straight six as the base engine. Although this engine came with more torque than the 302 cu in (4.9 L) V8 and comparable to the 351 cu in (5.8 L) V8 (until the High Output model), the engine was limited by a 1-bbl carburetor and restrictive single-out exhaust manifolds. Electronic emissions equipment added in 1984 further restricted the power of the inline six. Ford used up their remaining stock of 351M engines before switching over to the 351W in mid-model year 1982. A "High Output" version of the 351W became an option in 1984 and continued into the 1987 model year. Output was 210 hp (157 kW) at 4000 rpm vs the standard 2-bbl 351W which made 156 hp (116 kW) at 4000 rpm. The 302 was the first engine to receive electronic fuel-injection, starting in the 1985 model year.

Cosmetically, Ford returned to using its "blue oval" logo on the front of a slightly redesigned grille, and removed the "F O R D" letters from the hood in 1982. Towards the mid-80's, an Eddie Bauer edition Bronco was offered, with a tan interior and tan outside trim. Classic square mirrors were dropped in 1986.

Fourth Generation

1987-1991

In 1987, the body and drivetrain of the fullsize Bronco changed, as it was still based on the F-Series. The new aero body style reflected a larger redesign of many Ford vehicles for the new model year. By 1988, all Broncos were being sold with electronic fuel injection (first introduced in 1986 with the 302). In 1990, Ford started offering the heavy duty E4OD transmission. In 1991, a 25th Silver Anniversary Edition was sold featuring special badges, Currant Red paint and a gray leather interior. All Broncos were built at the Michigan Truck Plant in Wayne, Michigan on the same line as the F-150.

Fifth Generation

1992-1996

The Bronco, along with the F-Series, was updated for 1992. The new Bronco was redesigned with safety in mind, incorporating front crumple zones, rear shoulder seat belts, a third brakelight embedded in the removable top, and after 1994, driver-side airbags. Due to the taillight and shoulder belts being safety equipment integrated into the top, the top was no longer legally removable and all literature in the owners manuals that had previously explained how to take the top off was removed. Cosmetic exterior and interior changes included a sweeping front end and a new dash. Power mirrors were also offered for the first time, and in 1996 the Bronco became the first vehicle to incorporate turn signal lights in the mirrors. No major drivetrain changes occurred.

Ford offered many two-toned color combinations throughout the years.

Two-Toned Bronco

Bronco Centurion

From the late 1980s through its demise in 1996, the Bronco was also sold at Ford dealerships as a modified 4-door SUV (making it similar to the Excursion or Suburban). These 4-door Broncos were converted by Centurion Vehicles of White Pigeon, Michigan. The conversion involved combining a new crew cab short bed F-Series truck with a Bronco tailgate and fiberglass top. In addition to adding a third row of seats and more room, a Bronco Centurion could be ordered using an F-350 as the donor pickup, allowing the Centurion to have such engines as the 7.3 L (≈445 cu in) PowerStroke turbodiesel and the 460 cu in (7.5 L) gasoline V8. This made the Centurion more appealing to people in need of a comfortable tow vehicle, albeit a faster one. Over time the few of these cars that still exist are rare and valuable, except for the certain percentage of Northern cars that suffered from tailgate rust-out due to poor body paint preparation.

The Bronco Centurion could be ordered with options such as a third-row seat that can be folded into a bed, second row bucket seats, a TV with a VCR, and a built-in radar detector.

Bronco Centurions are considered after market conversions. Ford introduced the Excursion as an official production model in 2000.

1997

In mid 1996, Ford officially made the decision to discontinue the Bronco. On Wednesday, June 12, 1996 the last Bronco ever built rolled off the assembly line at Michigan's Ford Truck Plant. The last Bronco was escorted by Jeff Trapp's 1970 Ford Bronco during a Drive-Off Ceremony. It was replaced by the Ford Expedition, which was introduced as the successor to the Bronco, and more effectively competed with GM's Chevrolet Tahoe. The Bronco name was reused a few years later for a similar concept car.

2004 concept

Ford Bronco Concept at the 2004 NY Auto Show

At the 2004 North American International Auto Show, a Bronco concept car was introduced. Some features of the concept car, such as the box-like roof line, short wheelbase, and the round headlamps are features associated with the Early Bronco, but this concept car also had a 2.0 L intercooled turbodiesel engine and a six-speed manual transmission. As of March 2007, Ford is still considering releasing this for production. The vehicle would be slotted below the Ford Escape if it were to be produced.

Ford Shelby Cobra Concept

The Ford Shelby Cobra is a concept car that the Ford Motor Company unveiled at the 2004 North American International Auto Show in Detroit, Michigan. The Shelby Cobra concept is a roadster based on the original Shelby Cobra that Carroll Shelby developed in 1964.

Development and Design

Ford's Advanced Product Creation team designed and built the Shelby Cobra concept in five months. The project was led by Manfred Rumpel. Like several other Ford vehicles developed in the early 2000s (such as the Ford GT40 concept, the Ford GT and the fifth-generation Ford Mustang), the Shelby Cobra concept is a modern interpretation of older Ford models.

The front of the Shelby Cobra concept.

In the case of the Shelby Cobra, the design is reminiscent of Carroll Shelby's performance-oriented sports cars that he developed in the 1960s. The first Cobra featured a large, high-performance Ford Windsor engine inside a small roadster that AC Cars had designed specifically for Shelby's vision. Likewise, the Shelby Cobra concept car is small and minimalist, eschewing conveniences found in most modern cars (such as air conditioning, a radio, anti-lock brakes, and even windshield wipers). In a press release to announce the debut of the concept car in 2004, Shelby echoed the aim of the design team: "That's the formula [...] It's a massive motor in a tiny, lightweight car."

Engine

The Shelby Cobra concept car features an all-aluminum, V10 engine, displacing 6.4 liters. It is capable of producing 605 horsepower (451 kW) and 501 foot-pounds force (679 N·m) of torque, making the engine one of the most powerful built by Ford. The engine red-lines at 10,000 rpm, and Ford claims it is capable of reaching 260 miles per hour, though it is electronically limited to 100 mph (160 km/h).

The rear of the Shelby Cobra concept.

The double-overhead-cam cylinder heads and cylinders are fed by port fuel injection and racing-derived velocity stacks that are just visible within the hood scoop. For a low hood line, the throttles are a slide-plate design and the lubrication system is the dry-sump type, which relocates oil from underneath the engine to a remote tank.

Chassis

The chassis for the Shelby Cobra concept car was based on an aluminum chassis used on the Ford GT production car, and modified to suit the concept car's front-mid engine placement. In fact, many parts of the GT were adapted for use in the Cobra, such as the suspension, several components of the frame, and the mounting brackets for the transmission (which is placed in the rear on the Cobra). Despite sharing large portions of its chassis with the Ford GT, the Shelby Cobra concept is almost 2 feet (0.61 m) shorter, with a wheelbase 7 inches (180 mm) shorter than the GT.

Body and Interior

Although the Shelby Cobra concept was aimed to reflect the design of the older models of Cobras, the concept is dimensionally very different from the original. However, the design includes many common external features, such as a large grille opening, side vents, and large wheel arches. In line with Carroll Shelby's designs, the concept has a very minimalist look, which is continued in the interior. The concept omits many features common in modern cars, such as air conditioning and a radio. The placement of the transmission in the rear allowed for the driver and passenger seats to be placed closer together, adding to the compactness of the Cobra.

Production

Ford has not yet announced any plans for producing the Shelby Cobra.

Mustang Pace Cars

Three 1964 1/2 convertibles were built with the sole purpose of pacing the 1964 Indianapolis 500. These three cars were sent directly from the factory to Holman & Moody in North Carolina to be specially modified for pace car duties. These modifications included extensive work to the 289cid engines, the installation of a Borg-Warner 4-speed transmission, and lowered suspension with differently valved shocks on each side of the car to accommodate the banked turns of the Indianapolis Speedway, and high-speed rated tires. The cars were all painted Wimbledon White. On race day only 2 of these cars actually made the parade lap, as the third ran into mechanical difficulties. The fate of these three specially built convertibles is unknown, but there have been rumors that one of these cars is now in the hands of an MCA judge. However, at this point the Registry has not been able to confirm that this car is actually one of the original 3 pace cars.





In addition, thirty five convertibles were used as dignitary cars during the festivities of the Indy 500. Due to a shortage of Mustangs available from the factory, these 35 were pulled from dealer lots to fill the need. All of these cars were D-code cars (289 cid V8, 4-barrel, 210 hp) in Wimbledon White with either red, white or blue interiors. After the race these cars were auctioned off to dealerships and absorbed into the general population, instead of being made available for sale as special edition cars. Unfortunately, the location and identity of only one of these convertibles is known today.

The Replicas



Ford put on a special competition between dealerships in order to distribute the planned pace car replicas to be released for sale to the public. The competition consisted of "Checkered Flag" and "Green Flag" contests that were based on the sales performance of the dealerships prior to the April 17, 1964 introduction of the Mustang. The top five performers in each district would receive a pace car replica for free, or at a significant discount, based on their final standings in the sales contest. With 36 districts this added up to 180 replicas, however, because of dealership ties and strong performances, approximately 10 extra replicas were made, bringing the total to an estimated 190. Representatives from the 105 winning dealerships were invited to Dearborn for a special celebration, where the keys to their replicas were handed over by Mr. Lee Iacocca himself.
Each of the replicas were coupes painted in Pace Car White (paint code "C" for 64 1/2) and had white interiors with blue appointments (code "42"). The cars were equipped with the 260 V8 engine, power steering, rear back-up lights and automatic transmissions. Other identifying features of the pace car replicas include pace car blue racing stripes up the center of the hood and "Official Pace Car" decals along the sides of the car. The words "PACE CAR" were written on the radiator support with a grease pencil of some kind, and then later painted over. The center stripes did not get placed on the taillight panel around the gas cap on coupes, but they did on the dignitary convertibles. Apparently some cars did not have the decals installed at the dealership, and due to a press photo showing a prototype with the stripes installed to one side rather than down the middle a few cars ended up with the stripes in this incorrect location.





Another interesting fact with regards to the replica cars was the lack of outside mirrors. Standard procedure at the time was for cars to be delivered to the dealerships with the outside mirrors placed loose inside the car. When the car was prepped by the dealership the mirrors were then installed. However, the pace car replicas were not delivered the same way as regular Mustangs... the Checkered Flag cars were retrieved by the winning dealers from Dearborn, and the Green Flag cars were retireved from the District Sales Office by the dealer. This meant that these cars did not end up with an outside mirror.

The VINs of the cars are sequentially numbered, but the DSOs reflect the dealerships that they were sent too. All of the replicas were built in April, except for the extras mentioned earlier that were built in May, and given a DSO of 84 ("Home Office" designation).





The Ford Mustang had a new design for the year of 1979, and Ford looked for anyway possible to promote the new Pony. After negotiations with the Indianapolis Motor Speedway, it was agreed that the 1979 Mustang would become the official Pace Car for the 63rd Annual Indianapolis 500 mile race. Because of the major publicity gained from the Indy 500, Ford set out 10,478 replicas of the Pace Car available to the public. These Mustangs carried much of the same uniqueness that the originals had, including: non-standard issue pewter and black paint treatment; unique orange and red accent striping and pace car decal package (buyer had the option of having the "Official Pace Car" decals installed on the side or just left in a box in the back of the car); a raised, nonfunctional Cowl Induction style hood; a revised blacked-out grill with horizontal bars; a front air dam with integral Marchal fog lights; and a unique 3 piece rear spoiler. All of the replicas included the TRX suspension and metric sized wheels and tires (Michelin TRX 190/65 390).





Interior features included black Recaro front seats with black and white checkered inserts - as well did the back seats. Also included in the interior was a leather wrapped sport steering wheel, a black simulated engine-turned instrument panel applique and an Indianapolis Motor Speedway plaque placed on the dash. The available engines included the 5.0L V8 (with either a 4spd or automatic) or the new 2.3L turbo (4 speed only.) Unfortunately, the Jack Roush prepared 302 in the actual pace car was not offered. Top speed in the 5.0L engine could only reach 140 because of it's 2V carbeurator and single exhaust, and the turbo 4 topped at 137mph. Because the country was in the midst of the late 70's fuel shortage and Ford was pushing turbo power over the V8, about 1500 more 2.3L were sold than its 5.0L big brother (5970 2.3L, 4508 5.0L of which 2106 were Auto and 2402 were 4spd).





The engine in the actual pace car featured a host of performance parts and was built by renowned engine tuner Jack Roush. A hot engine was necessary because the pace car had to fulfill a requirement of accelerating from a steady speed of 90 MPH midway through the fourth turn to 110 MPH by the time it pulled off the track and into pit road. Naturally the brakes were uprated too, using semi-metallic linings from the Fairmont Police Package. Besides the engine modifications the car also featured strobe lights in the fog and tail lights and a custom made t-top configuration (only a pop-up sunroof was available on the replica) was created to give the crowd and photographers a better view of the interior and driver as the car circles the track at the start of the race. The driving duties were handled by famous Grand Prix racing driver and then Ford pitchman Jackie Stewart.







In '94, Ford produced 1,000 Cobra convertibles, all of them being Indy Pace Car replicas. Jack Roush was once again the designer of the Pace Car, and once again Parnelli Jones drove the Pace Car around the track. All of the replicas were painted Rio Red and came with 5-speed transmissions, although the actual pace car was an automatic.





The interior featured tan leather along with the Indy Speedway "Wings" embossed on the headrests of the front seats. A Shelby-type roll bar was also added to the replicas in order to hose the flashing light unit.



The replica's rims were the identical to the Cobra's except for the recessed potions being painted charcoal. The "Official Pace Car" lettering as well as the "wings" decals were dealer installed.

Mustang Specs-Before Mustang Production

Lee Iacocca

In 1961, Lee Iacocca, vice president and general manager of Ford Division, had a vision. His vision was a car that would seat four people, have bucket seats, a floor mounted shifter, be no more than 180 inches long, weigh less than 2500 pounds, and sell for less than $2500.00. Out of this vision, the Mustang was born. After many months of meetings, discussions and market surveys, funding was finally approved for the Mustang in September of 1962. On March 9, 1964 the first Mustang rolled off of the assembly line. Only 18 months had elapsed since the Mustang had been approved for production. In order to keep production costs down, many of the Mustang's components were "borrowed" from the Falcon, including most of the drivetrain. With a multitude of different interior, exterior, and drivetrain options, the Mustang would be able to be ordered as plain, or as fancy, as economical, or as fast, as the buyer wanted. In general, the Mustang was designed for everyone and was advertised as "the car to be designed by you".

The Mustang was heavily advertised during the latter part of it's development.

On April 16, 1964, the day before it's release, Ford ran simultaneous commercials at 9:30pm on all three major television networks, ABC, NBC, and CBS. The following day, April 17, 1964, people "attacked" the Ford showrooms. Everyone was in a frenzy to be one of the first to own the Mustang. Ford sold over 22,000 Mustangs the first day. By the end of the year, Ford had sold 263,434. By the end of the Mustang's first anniversary, April 17, 1965, Ford had sold 418,812 Mustangs. The Mustang had made a name for itself, and it was here to stay!

The First Mustang Prototype: Mustang I





The aluminum-bodied Mustang I made its debut in October 1962 at the United States Grand Prix at Watkins Glen. Dan Gurney, in a non-competitive demonstration drive, drove the 1,200lb two-seater at speeds in excess of 100mph. Only the Mustang name and emblem from this prototype found their way to production vehicles. The Mustang I, an aluminum bodied, tube frame mid-engine V4 with a transaxle, independent suspension, and a 90in wheelbase, debuted October 7, 1962, at the United States Grand Prix at Watkins Glen. Dan Gurney drove the fresh 1,200lb prototype around the track at speeds approaching 120mph, while Chevrolet's nonfunctional styling exercise sat aside, ignored.

When Ford took aim at the younger sports car buyer, they did it with a Mustang I -- a fully functional, hand-built prototype designed by Roy Lunn and crafted by Troutman-Barnes of Culver City, California. The engine was a rear mounted 60° V4 with 4-speed transaxle taken from the FWD Taunus, a Ford of Europe product. It's 1,498 cc's produced 89 hp @ 6600 rpm, good for 0-60 times of 11.1 seconds and quarter mile ETs of 17.4 @ 76 mph.





The Second Mustang Prototype: Mustang II









Eugene Bordiant's Advanced Styling Studio created the Mustang II in 1963 to test consumer and press reaction. Looking more like what would become the production Mustang, with a 108in wheelbase, the car ran a 271 hp High Performance V-8.

This car bore a closer resemblance to the production Mustang still six months away from introduction, though styling cues, such as the rear quarter chrome trim, taillights, and jutting grille, provided a number of detail hints of the 1966 and 1967 models. Touted as the prototype for a 'two-plus-two...that might sell for less than $3,000, the car ran a 271hp High Performance V8, identical to the one used in the Shelby Cobra sports car. Its wheelbase measured 108in (the same as the production Mustang), and its overall length of 186.6in was 5in longer than the production model.

Ford Mustang-1964 To Present

The Ford Mustang is an automobile manufactured by the Ford Motor Company. It was initially based on the Ford Falcon, a compact car. Production began in Dearborn, Michigan on 9 March 1964 and the car was introduced to the public on 17 April 1964 at the New York World's Fair.

It was Ford's most successful launch since the Model A.

Executive stylist John Najjar, who was a fan of the World War II P-51 Mustang fighter plane, suggested the name.

The Mustang created the "pony car" class of American automobile — sports car-like sedans with long hoods and short rear decks—and gave rise to competitors such as GM's Camaro, AMC's Javelin, and Chrysler's revamped Barracuda. It also inspired coupés such as the Toyota Celica and Ford Capri, which were exported to America.

Mustangs grew larger and heavier with each model year until, in response to the 1971-1973 models, fans of the original 1964 design wrote to Ford urging a return to its size and concept.

Although some other pony cars have seen a revival, the Mustang is the only original pony car that has remained in production without interruption after four decades of development and revision.

First generation (1964–1973)

1964 Mustang

Conceived by Ford product manager Donald N. Frey and championed by Ford Division general manager Lee Iacocca, the Mustang prototype was a two-seat, front-mounted engine roadster. This would later be remodeled as a four-seat car penned by David Ash and John Oros in Ford's Lincoln–Mercury Division design studios, which produced the winning design in an intramural design contest instigated by Iacocca. To cut down the development cost and achieve a suggested retail price of US$2,368, the Mustang was based heavily on familiar yet simple components. Much of the chassis, suspension, and drivetrain components were derived from the Ford Falcon and Ford Fairlane (North American). Favorable publicity articles appeared in 2,600 newspapers the next morning, the day the car was "officially" revealed. A Mustang also appeared in the James Bond film Goldfinger in September 1964, the first time the car was used in a movie.

Original sales forecasts projected less than 100,000 units for the first year, but in its first eighteen months, more than one million Mustangs were built.

Second generation (1974–1978)

1975 Ford Mustang Cobra II

The 1970s brought about more stringent pollution laws and the OPEC oil embargo. As a result, large, fuel-inefficient cars fell into disfavor, and the Pony Cars were no exception. Lee Iacocca, who became president of the Ford Motor Company in 1964 and was the driving force behind the original Mustang, ordered a smaller, more fuel-efficient Mustang for 1974. Initially it was to be based on the Ford Maverick, but ultimately was based on the Ford Pinto subcompact.

The new model was introduced two months before the first "Energy Crisis" in October 1973, and its reduced size allowed it to compete more effectively against smaller imported sports coupés such as the Japanese Toyota Celica and the European Ford Capri (then Ford-built in Germany and Britain, sold in U.S. by Mercury as a captive import car). First-year sales were 385,993 cars, compared with the original Mustang's twelve-month sales record of 418,812.

Lee Iacocca wanted the new car, which returned the Mustang to more than a semblance of its 1964 predecessor in size, shape, and overall styling, to be finished to a high standard, saying it should be "a little jewel." However not only was it smaller than the original car, but it was also heavier, owing to the addition of equipment needed to meet new U.S. emission and safety regulations. Performance was reduced, and despite the car's new handling and engineering features the galloping mustang emblem "became a less muscular steed that seemed to be cantering."

The car was available in coupé and hatchback versions. Changes introduced in 1975 included reinstatement of the 302 CID V8 option (called the "5.0 L" although its capacity was 4.94 L) and availability of an economy option called the "MPG Stallion". Other changes in appearance and performance came with a "Cobra II" version in 1976 and a "King Cobra" in 1978.

Third generation (1979–1993)

1979 Ford Mustang

The 1979 Mustang was based on the larger Fox platform (initially developed for the 1978 Ford Fairmont and Mercury Zephyr). The interior was restyled to accommodate four people in comfort despite a smaller rear seat. The trunk was larger, as was the engine bay, for easier service access.

Body styles included a coupé (notchback) and hatchback; a convertible was offered in 1983. Available trim levels included L, GL, GLX, LX, GT, Turbo GT, SVO (1984-86), and Cobra and Cobra R (1993).

In response to slumping sales and escalating fuel prices during the early 1980s, a new Mustang was in developement. It was to be a variant of the Mazda MX-6 assembled at AutoAlliance International in Flat Rock, Michigan. Enthusiasts wrote to Ford objecting to the proposed change to a front-wheel drive, Japanese-designed Mustang without a V8 option. The result was a major facelift of the existing Mustang in 1987, while the MX-6 variant became the 1989 Ford Probe.

Fourth generation (1994–2004)

1996 Mustang GT

In 1994 the Mustang underwent its first major redesign in fifteen years. Code named "SN-95" by Ford, it was based on an updated version of the rear-wheel drive Fox platform called "Fox-4." The new styling by Patrick Schiavone incorporated several styling cues from earlier Mustangs. For the first time a notchback coupe model was unavailable.

The base model came with a 3.8 L OHV V6 (232 cid) engine rated at 145 hp (108kW; 1994-1995) or 150 hp (112 kW; 1996-1998) and was mated to a standard 5-speed manual transmission or optional 4-speed automatic. Though initially used in the 1994 and 1995 Mustang GT, Ford retired the 302 cu in (4.9 L) overhead-valve small-block V8 after nearly 40 years of use, replacing it with the newer Modular 4.6 L (281 cid) SOHC V8 in the 1996 Mustang GT. The 4.6 L V8 was initially rated at 215 hp (160 kW; 1996-1997) but was later increased to 225 hp (168 kW; 1998).

For 1999, the Mustang received Ford's New Edge styling theme with sharper contours, larger wheel arches, and creases in its bodywork, but its basic proportions, interior design, and chassis remained the same as the previous model. The Mustang's powertrains were carried over for 1999 but benefitted from new improvements. The standard 3.8 L V6, thanks to a new split-port induction system, now produced 190 hp (142 kW; 1999-2004) while the Mustang GT's 4.6 L V8 saw an increase in output to 260 hp (194 kW; 1999-2004), thanks to a new head design and other enhancements.

Fifth generation (2005–present)

2008 GT convertible

At the 2004 North American International Auto Show, Ford introduced a completely redesigned Mustang, codenamed "S-197," that was based on an all-new D2C platform for the 2005 model year. Developed under the direction of Chief Engineer Hau Thai-Tang and exterior styling designer Sid Ramnarace, the fifth-generation Mustang's styling echoes the fastback Mustangs of the late 1960s. Ford's senior vice president of design, J Mays, called it "retro-futurism."

The fifth-generation Mustang is manufactured at the AutoAlliance International plant in Flat Rock, Michigan. The base model is powered by a 210 hp (157 kW) cast-iron block 4.0 L SOHC V6, which replaces the 3.8 L pushrod V6 used previously. The Mustang GT features an aluminum block 4.6 L SOHC 3-valve Modular V8 with variable camshaft timing (VCT) that produces 300 hp (224 kW). The 2005 Mustang GT has an approximate weight to power ratio of 11.5 lb/bhp. The base Mustang comes with a standard Tremec T-5 5-speed manual transmission while Ford's own 5R55S 5-speed automatic, a Mustang first, is optional. Though the Mustang GT features the same automatic transmission as the V6 model, the Tremec T-5 manual is substituted with the heavier duty Tremec TR-3650 5-speed manual transmission to better handle the GT's extra power.

A revised 2010 model year Mustang, due to be launched in early 2009, was unveiled on the internet ahead of the 2008 Los Angeles International Auto Show.

Special editions and modified Mustangs

Ford and other third party companies offered their own modified versions of popular Mustang in order to cater to the performance-centric enthusiast who wants more power, sharper handling and better styling. Although most of the Mustang variants were aimed at enthusiasts, a notable exception was the Special Service Package (or SSP), which was designed for law enforcement.

Third party modifications

Shelby Mustangs

The Shelby Mustang is a high performance variant of the Ford Mustang, built by Ford from 1968 through 1970. The 1965, 1966 and 1967 Shelbys were a series of Ford Mustangs which were specially modified by Carroll Shelby's company and sold with the marque "Shelby Cobra". The program was factory-sponsored by Ford to compete with the Corvette, also factory-sponsored by Chevrolet, neither of which could be built for the sales price charged. In 2007, following the introduction of the Fifth-generation Ford Mustang the Shelby nameplate was revived for new high performance models.

1965-1970 GT350 and GT500

1965-1966 GT350

1965-1966

The 1966 was differentiated in body color (non-white versions were introduced - colors included blue, red, green and black, as well as the original white) and trim. The "Le Mans" stripes were continued as an option, as in 1965. It featured special quarter-panel windows and rear air scoops on each side and an optional automatic transmission. A fold-down rear seat was now standard as well. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue.** The first 252 GT-350s for 1966 were "carry-over" cars. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They had mostly 1965 features including standard Koni shock and Engines painted black. Blue engines did not occur in 1966 until after these 252 "carry-over" models were produced. 1966 production was 1373 fastbacks including (2) prototypes and (4) drag cars and (252) "carry-over" models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced including (2) prototypes. 4 convertibles were also produced for a total of 2378 units for 1966. The original colours of the GT500 were metallic grey with some twin black racing stripes.

Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were subsequently sold to the public after their rental-car lives were finished. These 'GT350H' cars are quite rare and sought-after today, with some examples selling for more than $120,000. Shelby produced 1000 of these cars: 800 in Raven Black, and 50 each in Candy Apple Red, Wimbledon White, Sapphire Blue and Ivy Green. All Hertz cars featured gold LeMans stripes and rocker panel stripes. Early "Hertz" cars were available with 4 speed manual transmissions until so many cars were returned from rental with burned and broken clutch assemblies that all of the later cars shipped to Hertz were equipped with an automatic transmission.[citation needed] Many were rented to use as production class cars at SCCA events, some were returned with different engines, holes where roll bars had been welded in, and other modifications to legally run on the track.

Production numbers: GT350 - 2,380 units (4 were special order convertibles for Carroll Shelby, the rumor is that 6 were made, but only 4 VINs have been discovered). The brakes were enlarged because of the extra power. New components such as under-hood suspension bracing were used. Staggered rear shocks prevented wheel hop and axle wind-up. Functional air-intake scoops were added to force air to the rear brake pads which aided in keeping them cool. On the factory drag cars, the air scoop on the hood also met all postal regulations for a mailbox. There were only a couple of these models made and now they are collectors' items.

1967-1968 GT350 & GT500

1967

The new 1967 Mustang was followed with a new Shelby. It featured a 1967 Mercury Cougar tail light panel minus the chrome trim, a flip-up spoiler, and two sets of air scoops on each side. This was also the first American car to feature a factory roll bar. The GT350 still featured a 289 Cubic-Inch V8.

This year also saw the introduction of the GT500 alongside the continued GT350. The new GT500 featured a 428-CID (7 L) big-block V8. This is also one of the most famous Shelby Cobras.

A convertible prototype of the GT500 was made in 1967, which was designated to be scrapped. Before Ford Motor Co. could destroy the prototype, it was stolen. The car was eventually recovered by Ford and sold as '68 with the marque Shelby Mustang.

Production: GT350 1,175 units, GT500 2,048 units.

1968

1968 introduced the Shelby Mustang, a high performance Ford Mustang version of the Shelby Cobra. Power steering, a single carburetor and hydraulic camshaft made this a musclecar for the masses. The Shelby GT350 Mustang sported a 302 cubic-inch V8 while the GT500 came equipped with the 428 cubic-inch Police Interceptor engine. In February 1968, the GT500KR "King of the Road" debuted; under the hood was a 428 cubic-inch Cobra Jet V8 which was rated at 335 horsepower. Due to a production strike, some early 68 GT500's had a 390 cubic-inch V8. Also in 1968, production of Shelby Mustangs switched from Shelby's shop in California to A.O. Smith Company in Michigan.

1968 Shelby Mustang GT500 and GT350

1969-1970

Carroll Shelby terminated his agreement with Ford in the summer of 1969. The GT350 and GT500 for the 1969–70 model years received extensive facelifts, the body alone increasing in length by 4 inches. Ford was heavily involved with design and style decisions, with Shelby having very little input. The GT350 was now equpiped with a 351 cubic-inch V8. Production of Shelby Mustangs ceased with the 1970 model year. The 1970 models were in fact left over 1969 models.

1969-1970 GT350 & GT500

2006-2007 Shelby GT-H and 2007-2008 Shelby GT

Ford introduced the Shelby GT-H version of the Mustang at the 2006 New York Auto Show. Like the original GT350H from 1966, the GT-H featured gold-on-black paint and was only available at the Hertz car rental agency. A modest power bump over the regular Mustang GT resulted in a claimed 325 hp (242 kW) and 330 ft·lbf (447 N·m). Features included a 5-speed automatic transmission, and a package from Ford Racing including a 90 mm cold air intake kit, X-pipe, special performance suspension, and Ford Racing "GTA" axle-back mufflers. Only 500 cars were built to celebrate the 40th anniversary of the original Shelby GT350H. For 2007, a convertible version of the GT-H was offered for rental at Hertz.

The 4.6 liter, 281-cubic-inch, 319 hp Ford Shelby GT slots between the 300 hp Mustang GT and the 500 hp Ford Shelby GT500. It is essentially a retail sale version of the Hertz rental-only Ford Shelby GT-H, except a manual transmission is available. Other differences include the deletion of the rear spoiler, a retro Shelby hood scoop in place of the CS6/8 Shelby hood, and silver versus the gold stripes, with the car available in either white or black in 2007 and Grabber Orange or Vista Blue for 2008. A very limited number (100) Barrett Jackson Shelby GTs were built in 2008 that were black with red stripes. The Hertz Shelby GT-H attracted so much attention that Ford dealers and customers asked for a version of their own. Like the GT-H, the Shelby GT is modified at Shelby Automotive's factory in Las Vegas, which distinguishes the GT-H and Shelby GT models from the GT500 in that the GT500's are produced entirely in Flint, MI.

Production of the Shelby GT began in December 2006 and the car went on sale in January 2007. It was originally planned that up to 6000 cars would be built with final numbers as of this date still not in but are expected to be slightly less than this amount. As of this date the following appoximate number of 2007 Shelby GT's is known;

2007 Shelby GT Production Numbers

Total Cars - 5,632

White Auto: 491 White Man: 1,768 Total White: 2,259

Black Auto: 508 Black Man: 2,865 Total Black: 3,373

As of this date the production numbers for the 2008 cars has not been announced. A Shelby Registry is being prepared and finalized by Shelby Automobiles, Inc. which will post the official numbers.

At the request of owners a number of Shelby GTs are being modified in various ways by Shelby Automobiles in Las Vegas. One of these modifications results in a model known as the Shelby GT/SC (Supercharged). A large number of add-ons can be had including the "Super Snake" brakes and larger wheels and tires which are necessary to accommodate these brakes. Additionally there are three different available superchargers, again installed by Shelby Automobiles or authorized Shelby Mod Shop, that can increase rated horsepower to 500 or more. Only modifications completed by Shelby Mod Shops will be recognized by the official Shelby Registry.

2007 Shelby GT

2007 Shelby GT engine

2007-present Ford Shelby GT500

Second Generation

Shelby and Ford returned for the 2007 model year with the Shelby GT500. Introduced at the 2003 New York International Auto Show, the GT500 uses a 5.4 L (330 CID) Modular 500-hp supercharged V8. Features include the Tremec TR-6060 6-speed manual transmission, suspension tuning, a body kit, and 18 inch wheels.

Deliveries of the Shelby GT500 began in May 2006.

A collaboration of Ford's Special Vehicle Team (SVT) and Carroll Shelby, the GT500 will be produced in limited quantity for three years (approximately 10,000 units per year) on the line at Ford's Flat Rock, Michigan (AutoAlliance) assembly facility.

2008-2009 Ford Shelby GT500KR

2009 Shelby GT500KR

The Ford Shelby GT500KR, revealed at the 2007 New York International Auto Show, was released in the spring of 2008. The car is powered by a 540 horsepower 5.4-liter (330CID) supercharged V-8 variation with a Ford Racing Power Upgrade Pack. SVT and Shelby announced that 1,000 40th Anniversary Editions will be built for the U.S. in 2008, with another 571 units in 2009. This 1,571 production run matches that of the original 1968 GT500KR. In total, 1,746 units will be produced, with the extra 175 units going to other markets.

The Shelby GT500KR features a carbon composite hood with scoops and hood pins, a lowered front air dam, and 14-inch Brembo brand front brakes with functional cooling ducts. The suspension has been modified and tuned by Shelby Automobiles and Ford Racing including unique spring rates, dampers, stabilizer bars, and strut tower brace, all designed specifically for the KR.

The GT500KR draws on styling features from the classic 1968 "King of the Road" GT500KR model, and the 2008 model includes "40th Anniversary" badging; both years will have silver paint with blue "LeMans" stripes, and Carroll Shelby signature embroidered seats. The GT500KR's price will be $79,995.

The GT500KR is featured prominently in the new Knight Rider television series on NBC. One of the main characters of the show is KITT, an advanced Artificial Intelligence housed in a GT500KR.

Specifications

Front engine, RWD, 4 passenger, 2 door coupe
Supercharged DOHC 32 valve V8 engine
330 CID (5408 cc) displacement
Power: 540 hp (410 kW) (550 CV)
Torque: 510 ft.-lbs.
6 Speed Manual Transmission
3.73 differential ratio
18 x 9.5" Alcoa wheels on Goodyear F1 tires (front: P255/45ZR18 rear: 285/40/ZR18)
Tuned suspension by Shelby and Ford Racing
3,800 lb (1,700 kg) curb weight
107.1 in (2,720 mm) wheelbase
188×73.9×54.5 in (4.78×1.88×1.38 m)

Performance

0-60 mph (0-97 km/h): 4.1s
1/4 mile: 11.92s @ 120 mph (11.58 @ 122 mph on drag radials)

Super Snake

A 2007 Super Snake

Starting in 2008, previous 2007 Shelby GT500 Mustangs could be sent to Carroll Shelby's Special Performance Plant in Las Vegas to be rebuilt into a Super Snake, which resembles the 1968 GT500KR, for an additional cost of $27,995. The Super Snake will offer a 605 hp 5.4L Eaton roots type supercharged version with warranty. A Kenne Bell twin-screw supercharged version with "over 725 hp" will also be available, without warranty and a 0-60 time of under 4 seconds. The Super Snake is inspired by the 1967 GT500 Super Snake, a car made by Carroll Shelby for Goodyear Tires.

The Super Snake also comes with a variety of other performance, handling and cosmetic changes including badging, gauge pod, stripes, 20" Alcoa wheels, fibreglass ram-air Super Snake hood, stripes, carbon fibre front splitter and skirts, larger 6-piston Baer brakes, front and rear brake cooling ducts, complete track setup suspension, aluminum driveshaft, 3.73 differential gears and cat-back exhaust system.

Need for Speed Shelby Terlingua

Recently, due to the release of the videogame Need For Speed:Undercover, Shelby and EA produced a one-off GT500 with special features for street racing and some distinctive details like Need for Speed badges. The Shelby Terlingua can be unlocked by taping the code "NeedForSpeedShelbyTerlingua".

Unique Performance

In 2002, Carroll Shelby sold a license to a company called Unique Performance in Farmers Branch, Texas, to produce the GT500E, a Shelby based on the "Eleanor" 1967 GT500 featured prominently in the 2000 movie Gone in Sixty Seconds, starring Nicolas Cage. Other new Shelbys followed, including the GT350SR and GT500SR. Each of these new Shelbys is given a Shelby VIN number and all are eligible for inclusion in the Shelby American World Registry.

On October 5, 2007 Shelby's licensing branch announced it has taken steps to sever the relationship with Unique Performance after numerous complaints and several lawsuits filed by customers who had paid money for "Continuation" Shelby GT-350SRs and GT-500Es (Eleanors) but not received cars.

On November 1, 2007, Unique Performance was raided by the Farmers Branch Police Department due to VIN irregularities and subsequently declared bankruptcy, which effectively ended the Shelby continuation "Eleanor" production.

Sean Hyland Motorsport

October 2008 - Shelby Automobiles, Inc. named Sean Hyland Motorsport as the first authorized Shelby mod shop outside of the U.S. to build high performance versions of current generation Shelby and Ford Mustangs. SHM will began building factory authorized post-title Shelby Mustangs at their facility in Woodstock, Ontario, Canada in late November. SHM will also enhance Mustangs with authentic Shelby Performance Parts. Individual components will include upgraded brakes, superchargers, suspension components and cosmetic pieces such as hoods and fascias exclusively designed at Shelby Automobiles.

Shelby and SHM are also working together to create a powerful line of 4.6 and 5.4L modular engines. Branded with the Shelby logo, there will be five engine options including a 4.6L 3-valve cast aluminum block that will crank out 600hp for '05 - '09 Mustang GTs, as well as a Shelby GT500 5.4 liter high output long block capable of 950hp. In addition to the engines, Shelby and SHM will also offer Shelby branded front and rear suspensions as well as a Shelby GT500 Power Pack. The engines, suspensions and power packs will be available soon from Shelby Automobiles.

Automobile racer Carroll Shelby transformed a conventional Mustang into a serious track racer designated as the "GT-350". The fastbacks were shipped from the San Jose, California assembly plant and fitted with a "Hi-Po" 289, 4-speed manual transmission, and included front disc brakes and heavy duty rear drum brakes. Additionally, shortened hoods and deleted rear seats with identifying trim were among the visual variations. These select Mustangs were converted to street, road racing, and drag cars in Shelby's plant at Los Angeles International Airport.

Shelby GT-H

The 2006 GT-H was built as a 40th anniversary Hertz rental model as a tribute to the GT350-H in 1966. The GT-H was an exclusive Shelby styled GT that was also used as a concept for the planned Shelby GT's, released in the summer of 2007. After the success of the 2006 Shelby GT-H coupe, a 2007 GT-H convertible was released, 500 were produced.

Shelby GT500KR

In 1968, Ford offered a special edition of the Shelby Mustang, called the GT500KR, which stood for King of the Road. It had the 428 c.i. Cobra Jet engine introduced the same year. In early 2007, Shelby had announced that they will release an all new GT500KR based on S-197 Mustangs for the 2009 model year. The package will only be available through Shelby for all 05+ S-197 based GT500's. The K.I.T.T. in the Knight Rider 2008 television pilot movie is a Mustang GT modified to look like a black Shelby GT500KR Mustang.

Shelby CS6/8

Shelby along with Paxton also designed a new variant based on the V6 Mustang. Modifications include a supercharged motor producing 350 horsepower (260 kW). 20" Wheels bearing the Shelby name and the Cobra moniker on each side and the decklid. The 2" drop in suspension, Baer/Shelby 14" front and rear brakes and aggressive front fascia along with a dual exhaust. Shelby also created the CS8, a 4.6 liter V8 variant of the CS6. The Shelby CS6/8 is not available as a factory release, however Shelby has made the CS6/8 kit available for purchase online from www.shelbyautos.com, www.hillbankmotorsports.com, and www.arizonashelbycobras.com

Shelby GT500E

The GT500E was designed by Shelby Autos for the movie "Gone in Sixty Seconds", starring Nicolas Cage. Although the actual car was not mass-produced like many other Shelby GT variants, due to an overwhelming amount of requests, the car can now be purchased through Unique Performance in Texas. Unique Performance is currently being investigated for fraud. All 61 vehicles they were "restoring" have been confiscated by order of a Texas court.

Shelby GT500 "Super Snake"

Starting in 2008, previous 2007 Shelby GT500 Mustangs could be sent to Carroll Shelby's Special Performance Plant in Las Vegas to be rebuilt into a Super Snake, which resembles the 1968 GT500KR, for an additional cost of $27,995. The Super Snake will offer a 605 hp 2.3L Eaton roots type supercharged version with warranty. A Kenne Bell twin-screw supercharged version with "over 725 hp" will also be available, without warranty and a 0-60 time of under 4 seconds. The Super Snake is inspired by the 1967 GT500 Super Snake, a car made by Carroll Shelby for Goodyear Tires.

Ronaele

Ronaele Is a company that specializes in converting Mustangs into All electric Mustangs. the word ronaele IS "Eleanor," spelled backwards. It is a pun from the Movie Gone in Sixty Seconds. Ronaele was first premiered in the annual EVS23(battery electric vehicle auto show), held on December 2-4 2007, and it was the Ronaele 300E's first auto show. The Ronaele Company, takes mustangs that people bring them, and converts them into all electric mustangs. These conversions were projected to cost around $80,000. Production of the Ronaele mustangs was supposed to start as of June 2008. Notably there have been no updates on the Ronaele Project and it appears to no longer exist.

Roush

Roush Performance, established by former Ford engineer Jack Roush in 1988, had been known for providing performance parts, vehicles and engines. The company introduced three packages for the Mustang. Stage 1 came with 17-inch wheels, a lowered suspension and a side-mounted exhaust system. In addition, it came with an air dam, side skirts and a rear spoiler. Stage 2 was an upgraded Stage 1 with 18-inch alloy wheels and BFGoodrich Comp T/A Tires. The suspension was extensively modified with Bilstein shocks, High-rate springs, stiffer anti-roll bars and new control arms. Roush claimed it achieved 1.0g lateral acceleration and was on par with the Porsche 911 Turbo. Both Stage 1 and Stage 2 came with V6 or V8 engine options. The top of the line was the Stage 3, with 360 hp (268 kW) and 375 ft·lbf (508 Nm) of torque. The Stage 3 platform was essentially a heavily modified Mustang GT. The Ford 4.6 L V8was upgraded with an Eaton supercharger, a new intake manifold, high performing fuel injectors, an air-to-water intercooler and a lighter flywheel (on the manual transmission only). The Stage 3 was available in three packages: Sport, Rally and Premium.

In 2004, Roush released a limited edition mustang known as the 440A. This was a Stage 3 Roush with the addition of custom 440A interior, Roush braking system, and a rear exhaust system instead of the side-mounted exhaust system. The 440A model was released in 2004 to commemorate the 40 years of Ford Mustang production. Only 40 Roush 440A Mustangs were produced and all were sold at a dealership in Florida, USA. Roush also claimed that this model produced 400 hp (300 kW), a claim that has been argued by some who claim that the engine was dyno tested at 360 hp (268 kW).

In 2007, now based on an S-197 Mustang, Roush introduced the Sport and 427R editions. The Sport package became the Roush base model, and comes with body kits and high performance exhaust systems. The Stage 1 comes with 18-inch chrome wheels and aggressive tires, a high performance exhaust system, body kits and a vast option menu of visual upgrades. The Stage 2 enhances the Stage 1, by upgrading the stock suspension with high performance front struts, rear shocks, front and rear springs, front and rear sway bars, and Pinion snubbers. The Stage 3 comes with 18-inch, forged chrome wheels and high performance tires, and 14-inch rotors with four-piston calipers. The 4.6 L V8 now has the output of 415 hp (268.4 kW) and 385 ft·lb (521 Nm) with a Roush supercharger and an air-to-water intercooler. The new top of the line is the 427R, which is based on the Stage 3 Mustang. It produces an additional 20horsepower (14.91 kW) and 15 ft·lb of torque over the Stage 3 Mustang, due to an upgraded ECM (Electronic Control Module). In addition, it is equipped with an upgraded appearance package.

Steeda

Based in Pompano Beach, Florida, Dario Orlando founded Steeda Autosports in 1988 using his years of experience repairing and racing cars. Steeda is one of the largest manufacturers of Ford aftermarket performance parts. In 2003 Steeda introduced the Q400, based on the Mustang GT with an advertised 400 hp (298 kW). The 4.6L V8 in the Q400 was modified with Vortec centrifugal supercharger, K&N Filter, and Ford Racing Performance Parts (FRPP) 80 mm Mass Air Meter with 70 mm throttle body. Fuel is supplied via twin Bosch pumps, and Steeda-spec Borla 2.5-inch stainless pipes and mufflers. Motor Trend magazine did a dynamometer test on the Q400. Their Q400 had produced 425 hp (317 kW) from the rear wheels, and 450 hp (335 kW) from the flywheel.

In 2006, Steeda introduced Q525. It comes equipped with a 5.0L modular V8, producing 500 hp (373 kW) and 530 ft·lbf (719 Nm) of torque, thanks to a Steeda/MagnaCharger supercharger system with an intercooler, a 62 mm twin-bore throttle body, a Steeda/SCT air meter, 60 lb electronic fuel injectors and a Steeda Intake Kit.

Saleen

Saleen was founded by racer Steve Saleen in 1983, with the first model being a 1984 Saleen Mustang. The first Saleens were mainly focused on looks, and used stock Ford engines. As the years grew, so did the performance. Saleen has won many races with his Mustangs, including the famous 24 hours of Le Mans, 24 hours of Daytona, and many SCCA championships. Saleen has many different versions of the Mustangs, all called the "S281", such as the S281 SC with a supercharged 4.6 Liter V8, making 465 hp (347 kW); and the S281-E Extreme, in which they have replaced the factory 4.6 liter with a Saleen-built V8 engine, increasing the power to almost 550 hp (410 kW).

In 2007, Saleen and American Racing Legend, Parnelli Jones, created a limited-edition version of the Mustang. Though often called the Saleen/Parnelli Jones S302, it was designed to pay homage to the legendary Boss 302 that Parnelli Jones had raced in back in the 70's. Equipped with a Saleen MOD 302 cid 3-valve V8, the S302 makes 400 hp (300 kW) and 390 lb·ft (529 N·m) of torque. On the outside, the S302 features a new front fascia, Saleen "Shaker" hood, window louvers, and custom Saleen/Parnelli Jones edition wheels. Production of this car was limited to only 500 cars.

Ford in-house variants

Ford T-5

In addition to selling the Mustang in North America, Ford saw the importance of marketing the sporty car overseas as well, especially to American military personnel. However, the name "Mustang" was copyrighted by small truck manufacturer Krupp in Germany, which prevented Ford from using the name there. Therefore, Ford re-badged Mustangs bound for export to Germany with the T-5 name. All references to the Mustang name, including the steering wheel hub, side nameplates, and rear fuel filler, were blanked out, replaced by the words "FORD" only. An attractive "T-5" emblem graced the front fender behind the wheel well, where the "Mustang" namplate (and horse emblem) were located on other Mustangs.

Other than this, they were exactly the same as Mustangs elsewhere, and even had the horse emblems in the grille and steering wheel hub. Virtually all models and packages for the Mustang were available for the T-5 including the GT. After 1978 Krupp's copyright on the Mustang name expired, so all Mustangs imported to Germany after 1979 kept the name Mustang.

High Country Special

The High Country Mustangs were manufactured from 1966 (333), 1967 (400) and 1968 (251), as a special promotion vehicle for Colorado-area Ford dealers, the first two years of High Country Specials were little more than special exterior colors and a triangular HCS emblem for all body styles. For '68, the HCS became a hardtop only and borrowed the front foglights, sidescoops, and Shelby rearend treatment from the California Special.

Ski Country Special

The Ski Country Special was a region specific, dealer promotional package available in the winter of 1967 and was not limited to the Mustang line. The combination of features identifying a Ski Country Special were: a ski rack, "coffee bar" (luggage rack), a limited slip axle, a unique emblem and two snow tires. The SCS package also included five new colors: "Vail Blue", "Aspen Red", "Winter Park Turquoise", "Loveland Green" and "Breckenridge Yellow". 1967 Ski Country Special, http://www.mustangspecs.com/specialty/ski.shtml, retrieved on 27 July 2008

California Special

In mid-February 1968, the California Ford Dealers (Ford Dealer Advertising Fund) began to market a factory-built, limited-edition Mustang, called the GT/CS, or "California Special". The hope was for a targeted production run of 5,000, but actually, 4118 were made, which included 251 units that were remarketed in Denver, Colorado, as "High Country Special '68". Production ran for only 5.5 months from mid-February 1968 to early August 1968. A 2007 variant exists as well based on the GT Mustang.

Racing

Miller Cup Mustang

The Mustang made its first public appearance on a racetrack little more than a month after its April 17 introduction, as pace car for the 1964 Indianapolis 500.

The same year, Mustangs achieved the first of many notable competition successes, winning first and second in class in the Tour de France international rally. The car’s American competition debut, also in 1964, was in drag racing, where private individuals and dealer-sponsored teams campaigned Mustangs powered by 427 cu. in. V8s

In late 1964, Ford contracted Holman & Moody to prepare ten 427-powered Mustangs to contest the National Hot Rod Association's (NHRA) A/Factory Experimental class in the 1965 drag racing season. Five of these special Mustangs made their competition debut at the 1965 NHRA Winternationals, where they qualified in the Factory Stock Eliminator class. The car driven by Bill Lawton won the class.

A decade later Bob Glidden won the Mustang’s first NHRA Pro Stock title.

Early Mustangs also proved successful in road racing. The GT 350 R, the race version of the Shelby GT 350, won five of the Sports Car Club of America's (SCCA) six divisions in 1965. Drivers were Jerry Titus, Bob Johnson and Mark Donohue, and Titus won the (SCCA) B-Production national championship. GT 350s won the B-Production title again in 1966 and 1967. They also won the 1966 manufacturers’ championship in the inaugural SCCA Trans-Am series, and repeated the win the following year.

In 1969, modified versions of the 428 Mach 1, Boss 429 and Boss 302 took 295 United States Auto Club-certified records at Bonneville Salt Flats. The outing included a 24-hour run on a 10-mile course at an average speed of 157 miles an hour. Drivers were Mickey Thompson, Danny Ongais, Ray Brock and Bob Ottum.

Boss 429 engines powered Ford Torinos in 1969 and 1970 NASCAR racing.

In 1970 the Mustang won the manufacturers’ championship in the Trans-Am series once again, with Parnelli Jones and George Follmer driving. Jones won the drivers’ title. Two years later Dick Trickle won 67 short-track feature races, a national record for wins in a single season.

In 1975 Ron Smaldone's Mustang became the first-ever American car to win the Showroom Stock national championship in SCCA road racing.

Mustangs also competed in the IMSA GTO class, with wins in 1984 and 1985. In 1985 John Jones also won the 1985 GTO drivers’ championship; Wally Dallenbach Jr., John Jones and Doc Bundy won the GTO class at the Daytona 24 Hours; and Ford won its first manufacturers’ championship in road racing since 1970. Three class wins went to Lynn St. James, the first woman to win in the series.

1986 brought eight more GTO wins and another manufacturers’ title. Scott Pruett won the drivers’ championship. The GT Endurance Championship also went to Ford.

In drag racing Rickie Smith’s Motorcraft Mustang won the International Hot Rod Association Pro Stock world championship.

In 1987 Saleen Autosport Mustangs driven by Steve Saleen and Rick Titus won the SCCA Escort Endurance SSGT championship, and in International Motor Sports Association (IMSA) racing a Mustang again won the GTO class in the Daytona 24 hours. In 1989, its silver anniversary year, the Mustang won Ford its first Trans-Am manufacturers’ title since 1970, with Lynn St. James winning the drivers’ championship. In 1997, Tommy Kendall’s Roush-prepared Mustang won a record 11 consecutive races in Trans-Am to secure his third straight driver’s championship.

In 2002 John Force broke his own NHRA drag racing record by winning his 12th national championship in his Ford Mustang Funny Car.

Currently Mustangs compete in several racing series, including the Mustang Challenge for the Miller Cup and the KONI Challenge, where it won the manufacturer's title in 2005 & 2008, and the Formula Drift and D1 Grand Prix series.

Awards

2005 Canadian Car of the Year

The 1965 Mustang won the Tiffany Gold Medal for excellence in American design, the first automobile ever to do so.

The Mustang was on the Car and Driver Ten Best list in 1983, 1987, 1988, 2005, and 2006. It won the Motor Trend Car of the Year award in 1974 and 1994.

In 2005 it was runner-up to the Chrysler 300 for the North American Car of the Year award and was named Canadian Car of the Year.

Ford Mustang SSP

The Ford Mustang SSP was a lightweight police car package based on the Ford Mustang produced between 1982-1993. The car was meant to provide a speedier option for police departments in lieu of other full sized (and heavier) sedans on the market at the time. The SSP abbreviates the designation Special Service Package, a special Foxbody Mustang trim made exclusively for law enforcement use. One of the taglines used by Ford to help sell this car was This Ford chases Porsches for a living...

The units served a number of uses, and were often customized to suit each law enforcement agency's particular needs. Law enforcement agencies from municipal to government agencies bought nearly 15,000 examples of these units. Many still exist today, either still in some role of law enforcement, from display cars to DARE cars, or in the hands of collectors and racers.

History

In 1982, the California Highway Patrol asked the Ford Motor Company to produce a capable and lightweight police car due to the bulkiness of current police cars like the Ford Fairmont and LTD/Crown Victoria and the problems incurred with Chevrolet Camaros with their camshafts and engine problems at pursuit speeds. Taking the Fox 5.0 Mustangs in production at the time, Ford produced the Ford Mustang SSP (originally labeled Severe Service Package, renamed in 1983 to Special Service Package) and modified them to suit the needs of the police and law enforcement departments.

Nearly 15,000 of these special units were made from 1982 until their discontinuation in 1993 to over 60 law enforcement organizations and government agencies. Their roles ranged from general patrol to pursuit units, with some used in special duties like drug interdiction to academy training units. Several units were specially tasked to help land the Lockheed U2 Spyplane.

Specifications

The Mustang SSP was essentially a more rugged version of the 5.0 Mustang, with added features not available to the general public. Available options included:

Engine, 5.0 L HO V8 with Sequential Multi-Port Injection
Forged pistons, roller cam (Hypereutectic pistons 1993)
Engine oil cooler
Aircraft-type silicone radiator hoses and clamps
5-speed manual or 4-speed AOD transmission
Auto transmission fluid cooler
Brakes, power disc front/drum rear with rotor shields
Stainless steel factory headers
Dual exhaust system w/stainless tips
Fuel tank capacity — 15.4 U.S. gallons (58 L)
Heavy duty stabilizer bars, front and rear
Full instrumentation with in-dash tachometer
130 and 135 amp internally and externally regulated heavy duty alternators
2 Piece VASCAR speedometer cable
Certified calibrated speedometer 0-140 and 0-160 mph
Non-operational courtesy lights (safety feature)
Relocated rear deck release
Single key locking doors/trunk
Reinforced floor pans
Full size spare tire
15" X 7" cast aluminum wheels
Depending on which agency bought them, extras like rollcages (installed by Oregon State Police) and power windows (requested by New York State Police) made each SSP unique to their respective departments. The original configuration of the civilian Mustang with its small rear seat and manual transmission were generally considered ill-suited for a law-enforcement vehicle. Many SSPs had automatic transmissions, to free an officers hand from using the manual transmission stick so that they could use the hand for other duties, such as speaking on a radio.

All of the 15,000 Mustang SSP's were of the coupe or "notchback" style cars.

Usage

Some of the known users of the Mustang SSP include:

United States Government

Drug Enforcement Agency
Federal Bureau of Investigation
Immigration and Naturalization Service
United States Air Force - Used as a chase car for the U2 Spy Plane.
United States Border Patrol - Drug interdiction; resides at USBP Museum in Texas.
United States Customs Service
US Fish and Wildlife Service

State governments

Alabama State Troopers
Arizona Department of Public Safety
California Highway Patrol - Initial Purchaser of the Mustang SSP
Colorado State Patrol
Connecticut State Police
Delaware State Police
Florida Highway Patrol - Second biggest user of the Mustang SSP.
Georgia State Patrol
Idaho State Police
Indiana State Police
Kansas State Police
Kentucky State Police
Louisiana State Police
Massachusetts State Police
Michigan State Police
Minnesota State Patrol
Mississippi Highway Patrol
Missouri Highway Patrol
Nebraska State Patrol
Nevada Highway Patrol
New Mexico State Police
North Carolina Highway Patrol
Oklahoma Highway Patrol
Oregon State Police
Pennsylvania State Police
Rhode Island State Police
South Carolina Highway Patrol
Tennessee Highway Patrol
Texas Department of Public Safety - Third biggest user of the Mustang SSP
Utah Highway Patrol
Washington State Patrol
Wisconsin State Patrol
Wyoming Highway Patrol

Local/municipal governments

Arlington, TX Police Department
Atlanta, GA Police Department
Clearwater, FL Police Department
Fort Worth, TX Police Department
Jonesboro, AR Police Department
New York City Police Department - Highway Patrol Branch
Pensacola, FL Police Department
San Francisco Police Department
[Winter Park FL Police Department]

Canada

Royal Canadian Mounted Police

Disposition

Many of the Mustang SSPs have been retired from service, with a few examples still on the rosters of police departments as display or DARE cars. A few law enforcement agencies still keep them on active duty. Most examples have found their way into either racing or restoration.

With its stiffened frame and beefed up suspension, many Mustang SSPs were modified for use in Drag Racing. The plentiful aftermarket of parts for the 5.0 Engine made the SSP platform a desirable frame to work on, but with the dwindling supply and rising prices of genuine Mustang SSPs, these factors have limited racers from converting SSPs for racing purposes.

Restoring Mustang SSPs have become a growing hobby as of late, with car clubs and websites devoted to the restoration of the law enforcement workhorse. Most enthusiasts strive for accuracy in their models, with many scouring for OEM parts, including police radios, shotgun holders, lights, sirens, and other related equipment. However, the hobby is limited, as many states have regulations on private citizens owning cars that could be mistaken for real cop cars. Some get around the regulations by using magnetic decals and removable lights.

Distinct models

CHP Hatchback

Out of the initial batch of 400 units for the CHP, five were of the "hatchback" variety. These were produced under a Fleet DSO and retained for use and evaluation by the CHP. They are not Special Service Mustangs. One exists in private hands.

CHP EVOC

Several Mustang SSPs were heavily modified and used as training units at CHP's EVOC facility.

USAF U2 chase car

Due to problems with landing the Lockheed U-2, a system was implemented where a second pilot would chase the U-2 (termed "mobile") and help guide the aircraft down to earth. The USAF usually utilized a performance car for this task.

In 1986, the USAF was looking for a replacement for the Chevrolet El Camino as a chase car for the U-2. Beale Air Force Base asked the local California Highway Patrol to provide a Mustang SSP for testing. The test proved the Mustang SSP superior to the El Camino and the USAF ordered 20 for work with the spyplanes.

Their career lasted until the late 1990s, when they were replaced by "Special Service" B4C Chevrolet Camaros.

One of three examples from RAF Alconbury is preserved: 1988 Mustang SSP 88B 9971 "Mobile 1", serving with the 17th Reconnaissance Wing and the 95th Reconnaissance Squadron until its disposal in 1999. It is currently in the hands of a private collector in the United States after being ferried from its last operation in Italy to England.

Saleen connections

Noted Mustang tuner Saleen contributed to the history of the Mustang SSP. The Oregon State Police had ordered 34 coupes in 1988, but cancelled the order at the last minute. The dealership that ordered the coupes scrambled to find a way to get rid of the order, and Saleen took custody of 13 of the cars. Saleen returned the cars, and also added vehicle ID, rear spoiler, ground effects and interior upgrades. The firm then resold them, tuned for private use.

While not considered a true SSP, Saleen modified another 5.0, a 1989 5.0 LX Hatchback, this time for the Seal Beach, California Police Department. Designated as an S442 model, this model served Seal Beach until its retirement in the late 1990s.

SSP in popular culture

One restored Mustang SSP appeared in the film Friday Night Lights. The usage of the SSP was to keep within a reasonable time period to set the atmosphere of the film.

Ford Taurus-1986 to Present

The Ford Taurus is an automobile manufactured by the Ford Motor Company in the United States. Originally introduced in the 1986 model year, it has remained in near continuous production for more than two decades, making it the fourth oldest nameplate that is currently sold in the Ford lineup. It has had a more upscale Mercury branded version entitled the Sable (1986-2005; 2008-present), as well as a performance variant, the Ford Taurus SHO (1989-1999). It was a front-wheel drive mid-size car during its first production run, and it is now a full-size car available in front- or all-wheel drive. It is currently sold alongside a crossover SUV variant, the Ford Taurus X.

The original Taurus was a milestone design for Ford and the entire American automotive industry, as well as a very influential vehicle that brought many new features and innovations to the marketplace. Since its launch in 1986, Ford has sold over 6.7 million Tauruses worldwide as of 2007, making it the fifth bestselling North American nameplate in Ford's history; only the F-150, Escort, Model T, and Mustang have sold more units. Between 1992 and 1996, the Taurus was the best-selling car in the United States, eventually losing the title to the Toyota Camry in 1997

In the late 1990s and early 2000s, sales of the Taurus declined as it lost market share to Japanese midsize sedans, and as Ford shifted resources towards developing SUVs. It was discontinued in 2006, with production initially ending on October 27, 2006 and 2007 being the last model year. Rather than investing in an older nameplate, Ford had decided to replace the Taurus with the fullsize Five Hundred and midsize Fusion sedans, as well as replacing the Taurus wagon with the Freestyle crossover SUV.

However, Ford revived the Taurus name a few months later by renaming two new models that were intended to be facelifted versions of the Ford Five Hundred and Ford Freestyle "Taurus" and "Taurus X", respectively, and have announced that a new Taurus is in development for a 2010 release.

First generation (1986 – 1991)

First-generation Taurus sedan

The first-generation Taurus was launched in 1985 as a 1986 model to strong fanfare and sales, replacing the slow-selling LTD. Upon the Taurus' debut, Ford was producing a range of rear-wheel drive cars, as Chrysler and General Motors offered more front-wheel drive vehicles. With the introduction of the Tempo, Ford had started its own transition to front-wheel drive. The Taurus displayed a rounder shape than its contemporaries, often likened to a 'jelly bean' or 'flying potato', inspired by the design of the Audi 5000 and Ford's own Tempo. The aerodynamic design of the Taurus also made the car more fuel efficient, allowing Ford to meet the more stringent Corporate Average Fuel Economy (CAFE) standards applied by the United States government. The Taurus' success ultimately led to an American automobile design revolution; Chrysler and General Motors developed aerodynamic cars in order to capitalize on the Taurus' success.

Along with the exterior of the Taurus, its interior was ahead of its time, and many features originating from it are still used in most cars today. The interior was designed to be extremely user friendly, with all of its controls designed to be recognizable by touch, allowing drivers to operate them without taking their eyes off the road. For example, the switches to the power windows and power locks were designed with one half of the switch raised up, with the other half recessed, in order for its function to be identified by touch. To further enhance this "user friendliness", the dashboard was designed to have all of the controls in the central area, within reach of the driver. The left side of the dash also curved slightly around the driver, to make controls easily accessible as well as creating a "cockpit" feel. However, it wasn't curved enough to prevent the passenger from easily identifying and using the vehicle's main controls as well.

The interior of the Taurus was highly customizable to fit buyers' needs, having a large number of options as well as being available in three different configurations. This meant that the interior of the Taurus could be spartan or luxurious, depending on the buyer's choice of options. On models with an automatic transmission, the Taurus' interior was available in three different seating configurations. The interior equipment depended on model. The most basic model, the L (see below), came standard with just an AM radio and a front cloth bench seat, while the LX, the highest model, came with a large amount of standard equipment.

The 1986 Taurus was received very well by both the public and the press. It went on to win many awards, most notably being named Motor Trend's Car of the Year for 1986, as well as being named on Car and Driver's Ten Best List for 1986. Over 200,000 Tauruses were sold for the 1986 model year, and in 1989, the millionth Taurus was sold. When production ended in 1991, more than 2,000,000 First-generation Tauruses had been sold.

Taurus offered a 2.5-liter four-cylinder model from 1986 to 1988 dubbed the "MT5". It was exclusive to the sedan body and was not available on any Mercury Sable version. The Taurus MT5 can be identified by badging on the trim near the front doors.

Second generation (1992–1995)

Ford Taurus sedan

The Taurus received its first cosmetic update in 1992. The exterior of this generation got completely redesigned from the previous one. Its length was increased by a few inches, and was a couple of hundred pounds heavier than the previous generation. Every body panel, save for the doors, was redesigned. However, many of the redesigned components closely resembled that of the previous generation, leading many to falsely believe that this generation is just a face-lift of the previous generation.

The interior was also completely redesigned for 1992. The Taurus received a new dashboard that, like the previous generation, was designed to be user friendly. Like the previous generation, it had all of the vehicle's main controls located near the left side of the dash, to be within the easy reach of the driver. As in the previous generation, all of the controls were designed to be recognizable by touch, and to be operated by drivers without taking their eyes off the road. The new dash also contained three buttons by the gauge cluster that allowed drivers to operate the radio without taking their eyes off the road. The radio was also redesigned, while the rest of the lower dash was carried over from the previous generation, as was the steering wheel. The new dash was also designed to contain a passenger's side airbag, a first of its kind. It was optional in 1992, and became standard in 1994, making the Taurus the first car of its kind to have standard dual front airbags.

This generation sold just as well as the First-generation, and became the bestselling car in the United States, a title it would retain for as long as this generation was sold. When production ended in 1995, more than 1,400,000 Second-generation Tauruses had been sold.

Third generation (1996–1999)

1996–1997 Ford Taurus sedan

The 1996 model year saw the first complete redesign of the Taurus. It used a controversial new shape that chief designer Jack Telnack claimed was penned to make the Taurus stand out to sedan buyers, and compared the current Taurus to the likeness of a pair of slippers. This shape was based upon that of an oval, which was perhaps inspired by that of Ford's own logo, and while the previous Taurus used a flat, streamlined shape, this Taurus used a rounded shape similar to that of the Chrysler Concorde. Station wagons also got new sheet metal, although from the firewall back, the Taurus and Mercury Sable wagons again shared the same panels, with all station wagon doors being the same as those used on the Sable sedans. As the new-generation Taurus was aimed at a more mature, affluent customer base, its exterior contained many upscale styling touches. For example, the LX came with chrome alloy wheels, chrome dual exhaust tips, and the "Taurus" badge on the back was written in script, as opposed to the block letters used in previous generations.

The interior was also completely redesigned for the 1996 model year. Like that of the previous two generations, the interior was designed to be user friendly. The dashboard wrapped slightly around the driver; all of the main controls were placed within easy reach, and were designed to be recognizable by touch and to be operated by drivers without taking their eyes off the road. The controls for the radio and climate control were combined into an oval shaped "Integrated Control Panel" mounted in the center of the dash, which was created in response to many complaints from Taurus owners that they couldn't easily operate the main controls of the radios and climate control systems without taking their eyes off the road. Another new innovation was the "Flip-Fold" center console, in which on bench seat equipped cars, the middle section could be transformed into a console; the seat cushion folded out into a console with a lockable storage bin and cupholders, while the seatback folded down to become an armrest. A traditional center console with a floor mounted shifter was installed on cars equipped with bucket seats.

Reaction to this new generation of Taurus was mixed. Ford found that customers were turned off by the car's oval shape, and although it managed to retain its title as the bestselling car in the United States, this was only because of heavy sales to rental fleets; 51% of all Taurus sales for 1996 went to rental fleets, in contrast to the Honda Accord and Toyota Camry, of which the majority of sales were to private customers through retail outlets. The Taurus would go on to lose its bestselling title in 1997 to the Camry.

This model was particularly engineered for both left- and right-hand-drive market, namely Australia, New Zealand, Hong Kong, and Japan. Extensive changes were made to tailor those markets. The front fenders are extended out bit further for Japanese requirement. The separate turn signal and side lamps are fitted to the bumpers. The headlamps are taken from Mercury Sable. The Taurus was to replace the recently discontinued Ford Telstar Ghia (popular Mazda-sourced model) in Australia. Unfortunately, the limited engine choice and bizarre styling doomed its premiere. Ford Australia ceased importing and marketing Taurus after six months of sale.

Fourth generation (2000–2007)

2000–2003 Ford Taurus SES sedan

The Taurus received another redesign for 2000, which replaced many of the oval derived design elements of the previous model. To reduce the price and keep it competitive, Ford did cost cutting on the car in 1999, such as giving the Taurus sedan rear drum brakes on ABS equipped vehicles (previously, upgrading to ABS included the addition of rear disc brakes), eliminating the dual exhaust on the higher end models, and trimming many other small features.

When the third generation Taurus debuted, it was hurt by criticism of its design, which was formed from oval derived design elements. The design was very controversial, and it strongly limited the appeal of the car. As a result, for the fourth generation Taurus, Ford designed it with much more conservative styling in hopes of increasing the car's appeal. Instead of sloping back, this car's trunk stood upright in a more traditional shape, which increased trunk space by another two cubic feet. The roof was also raised into a more upright stance to increase headroom, which can be evidenced by the thicker C-pillar and larger area between the tops of the doors and the top of the roof.

The interior was also completely redesigned with a more conservative shape, although some features from the previous cars were carried over. The dashboard was redesigned with a more conservative design that went straight across the front, as opposed to curving around the driver like in the previous generation. The "Integrated Control Panel" was carried over yet redesigned, although it was made in a bigger, square shape, and placed in the center of the dash instead of being angled toward the driver. The Flip-Fold center console was also carried over from the previous generation, although it was revamped as well. When folded out, it now rested against the floor instead of the dashboard, and had revamped cupholders and storage areas. Unlike the previous three Tauruses, this one offered rear cupholders that either slid or folded out of the front console, depending on which console the car was equipped with.

Initial discontinuation and revival

Taurus sales had slumped significantly in the years prior to its demise, losing significant market share to Japanese sedans. Due to waning popularity and customer demand, Ford decided to slowly discontinue the Taurus. Production of the Taurus wagon was discontinued on December 8, 2004; sedan retail sales halted after a short 2006 model year, and the Taurus became sold exclusively to fleets in the United States, while still being sold to retail customers in Canada. Production ended on October 27, 2006, as Ford idled the Atlanta plant, as part its The Way Forward restructuring plan.

How can it go away? It's the best selling car in America.
—Alan Mulally, 2006

The last Ford Taurus rolled off the assembly line around 7:00am, destined for delivery to S. Truett Cathy, owner of Chick-fil-A. Mr. Cathy's original restaurant was located across from the Ford Atlanta plant. There was no official event or function of any kind to mark the end of production. Rather than investing in an older nameplate, Ford had decided to replace the Taurus with the fullsize Five Hundred and midsize Fusion sedans, as well as replacing the Taurus wagon with the Freestyle crossover SUV.

The last Taurus sedan was an SEL model like this one.

The discontinuation of the Taurus was controversial. While many believed that the Taurus was discontinued because it could no longer compete in the growing sedan market, others believed that if Ford wanted to save the car, they could have easily done so. Autoblog went as far as calling the Taurus the biggest fall from grace in history, and even blamed Ford's current financial problems on their failure to keep the Taurus competitive, as well as how they focused nearly all of their development resources and marketing on trucks and SUVs. The Truth About Cars published a review/editorial also showing their disappointment at how Ford neglected the Taurus to the point where it became a "rental car"

MSNBC interviewed many Ford workers who felt that Ford unjustly abandoned the car that had done so much to revitalize Ford and the US industry. In an October 25, 2006 USA Today editorial, "How Ford starved its Taurus" it was noted that the Japanese stick with their winners and make them better (such as the Toyota Corolla, which has been in continuous production since the 1960s), while Detroit automakers retires cars or entire division nameplates in search of "the next big thing".

The 2008 Ford Five Hundred prototype, which was renamed "Taurus" upon Alan Mulally's request.

However, after Alan Mulally took position as Ford's CEO, rumors were rampant that he was interested in reviving the Taurus. These were fueled by the fact that he said in an interview with the Associated Press that he was baffled to find out that the Taurus had been discontinued when taking position as CEO at Ford, as well as stating that he believed that discontinuing the Taurus was a mistake, and that the Five Hundred should have been named "Taurus" from the beginning. The rumors of a possible Taurus revival were confirmed in mid 2007, when the revamped versions of the Five Hundred and Freestyle were unveiled as "Taurus" and "Taurus X" at the 2007 Chicago Auto Show, a decision that was influenced strongly by Mulally. In a later interview, Mulally explained that the fact that the Taurus was well known and had a positive brand equity associated with it strongly influenced his decision to revive the name.

Fifth generation (2008-2009)

2008 Ford Taurus SEL

The Fifth generation Taurus was born out of the Ford Five Hundred, which was scheduled for a significant styling facelift update and power upgrade for the 2008 model year. Ford decided to redesignate that model the Taurus because of customer recognition and dealer demand. The 2008 Ford Taurus went into production in late 2007as a 2008 model. It was determined that Ford's strategy to redesignate new cars in the lineup with new names beginning with the letter F, as in Ford Focus, Ford Fusion, and Ford Freestyle, was not a good marketing move, as some of the renamed cars had highly recognizable iconic names. The new F names were not as well known to be associated with Ford in the US, and consumers were confused by the name changes. Mulally believed that the Taurus had an immediately strong brand equity, and that it would take years for consumers to have a similar recognition of the Five Hundred.

Changes to the new Taurus from the existing Five Hundred include over 500 changes with the most obvious being a newly styled front end and the addition of the 263 hp 3.5 L Duratec 35 V6 which replaces the 203 hp (151 kW) Duratec 30 3.0 L V6. The Five Hundred/Freestyle's ZF-Batavia CVT, which had maximum torque capacity of 221 lb·ft (300 N·m), is also replaced with a Ford-GM joint venture six-speed automatic capable of withstanding the additional torque of the Duratec 35. The Aisin AW six-speed automatic that was used on FWD Five Hundred and Montegos was also replaced by the new six-speed. The Taurus sedan twin, the Mercury Sable nameplate, was revived from the Mercury Montego. For the 2009 model year, Ford revived the "SE" trimline for the Taurus. The SE sells for $24,125 according to Ford's website and now serves as the base model for the vehicle.

This generation of the Taurus is sold in the Middle East as the Ford Five Hundred from 2008 onward.

Sixth generation (2010)

A 2010 model year Taurus is under development with the intention of going on sale in mid 2009.

Left Lane Insider reported, May 28, 2008, the 2010 Taurus will be revealed at the 2009 North American International Auto Show. Mulally stated on January 22, 2008 that the new Taurus is "the one we should've built originally".

Spy Shot of 2010 Taurus

A leaked photo has circulated on the internet of a prototype purported to be the 2010Ford Taurus. Ford contemplated legal action against web sites which posted the photo to and included Ford attorneys asking site owners for the removal of the photo.

The 2010 Ford Taurus will make its worldwide debut at the Detroit International Auto Show at Cobo Hall in early January of 2009.

Ford F-Series-1948 to Present

The F-Series is a series of full-size pickup trucks from Ford Motor Company sold for over five decades. The most popular variant of the F-Series is the F-150. It was the best-selling vehicle in the United States for 23 years and has been the best-selling truck for 31 years, though this does not include combined sales of GM pickup trucks. Analysts estimate that the F-Series alone makes up half of the Ford Motor Company's profits in recent years. In the 10th generation of the F-series, Ford split the F-150& F-250/350 into two different body styles. The new F-250/F-350 and as of 2007 F-450 is called the Super Duty.

First generation (1948–1952)

1948–1952

The first F-Series truck (known as the Ford Bonus-Built) was introduced in 1948, replacing the company's previous car-based pickup line. It was a modern-looking truck with a flat, one-piece windshield and integrated headlights. Options were the "See-Clear" windshield washer (operated by foot plunger), passenger side windshield wiper & sun visor, and passenger side taillight. The F-1 truck was also available with additional chrome and two horns as an option. All F-series were available in "Marmon-Herrington All Wheel Drive" until 1959.

Design of the F-Series truck changed little from 1948 to 1952. From 1948-1950, the grill was a series of horizontal bars and the headlights were set into the fenders. For 1951 and 1952, the headlights were connected by a wide aerodynamic cross piece with three similarly aerodynamic supports. The rear window was wider in the later trucks and the dashboard was redesigned.

F-series trucks were built at sixteen different Ford plants. Serial numbers indicate the truck model, engine, year, assembly plant, and unit number. The most common model was the F-1 with a 6 ½-foot bed followed by the F-2 and F-3 Express models with an 8-foot (2.4 m) bed.

The models are:

F-1: 1/2 ton (4,700 GVWR max)
F-2: 3/4 ton (5,700 GVWR max)
F-3: Heavy Duty 3/4 ton (6,800 GVWR max)
F-3: Parcel Delivery (7,000 GVWR max) & optional rear spring pkg (7,800 GVWR max)
F-4: 1 ton (7,500 GVWR max) & optional 1 1/4 ton pkg (10,000 GVWR max)
F-5: 1 1/2 ton: Conventional, school bus, and cab over engine (C.O.E.) (10,000-14,500 GVWR)
F-6: 2 ton: Conventional, school bus, and C.O.E. (14,000-16,000 GVWR)
F-7: Conventional (17,000-19,000 GVWR)
F-8: Conventional (20,000-22,000 GVWR)

1951 F-2 with 226 CID flathead six

Engine Years Power Usage

226 CID Flathead 6 1948-51 95 hp (71 kW) at 3,300 rpm F-1 through F-6
239 CID Flathead V8 1948-52 100 hp (75 kW) at 3,800 rpm F-1 through F-6
254 CID Flathead 6 1948-51 110 hp (82 kW) at 3,400 rpm F-6 only
337 CID Flathead V-8 1948-51 145 hp (108 kW) at 3,600 rpm F-7 and F-8
215 CID OHV Straight-6 1952-53 101 hp (75 kW)
279 Y-block (EAL) 1952-55 145 hp (108 kW) at 3,800 rpm F-7 only
317 Y-block (EAM) 1952-55 155 hp (116 kW at 3,900 RPM) F-8 only

1950 F-6 with a 254 CID straight-six

Transmissions:

3-speed light duty, F-1 only
3-speed heavy duty, F-1 through F-5
4-speed (spur gear), F-1 through F-6
4-speed Synchro-Silent, F-4 through F-6
5-speed overdrive, F-7 and F-8
5-speed direct drive, F-7 and F-8

1 1951 Ford

Second generation (1953–1956)

1953-1956

The F-Series was redesigned for 1953 with a more integrated look. The pickups also acquired their familiar names: The F-1 now became the F-100, the F-2 now became the F-250, and the F-3 now became the 1 ton F-350. Starting on the 1956 models, Ford offers the very rare "Low GVWR" versions of each model. Interior amenities were new, including a dome light, lighter, arm rests, and sun visors. On March 13, 1953, "Ford-O-Matic" automatic transmissions became an option.

1954 saw the introduction of the new 239 CID overhead valve Y-block V8, dubbed "Power King."[citation needed] Canadian models, however, (including the Mercury M-Series), retained the flathead. The inline six was increased in size, and power steering was introduced as an option.

Second generation trucks were built in Brazil from 1957 to 1962 as the F-100, F-350 and F-600.

1955 Ford F-100 (rear)

Models:

F-100: 1/2 ton (5,000 GVWR max)
F-110: 1/2 ton (4,000 GVWR max)
F-250: 3/4 ton (7,400 GVWR max)
F-260: 3/4 ton (4,900 GVWR max)
F-350: 1 ton (9,800 GVWR max)
F-360: 1 ton (7,700 GVWR max)

Engine Years Power
215 CID Straight-6 1953 101 hp (75 kW)
239 CID Flathead V8 1953 100 hp (75 kW)
223 CID Mileage Maker I6 1954-55 115 hp (86 kW)
239 CID Y-block V8 1954-55 130 hp (97 kW)
223 CID Mileage Maker I6 1956 137 hp (102 kW)
272 CID Y-block V8 1956 173 hp (129 kW)

Third generation (1957–1960)

1957–1960

The truck was restyled again in 1957 with a hood that now sat flush with the fenders and a new chrome grille. In the back, the traditional separate-fender body was now called flareside, while a new smooth-sided look was known as styleside. Four wheel drive drive-train, which was previously outsourced to Marmon-Herrington, was produced in-house by Ford Motor Company beginning in 1959. Ford still offers a "Low GVWR" version of each model. In May 1957 Ford discontinued building trucks at the Highland Park Ford Plant in Highland Park, Michigan. All heavy trucks were transferred to Kentucky Truck Assembly in Louisville, Kentucky. All light and medium trucks were transferred to 10 other plants in the USA.

Third generation trucks were built in Brazil as the F-100, F-350 & F-600 from 1962 to 1971.

Models:

F-100 (F10, F11, F14): 1/2 ton (4,000-5,000 GVWR max)
F-100 (F18, F19)(4X4): 1/2 ton (4,000-5,600 GVWR max)
F-250 (F25, F26): 3/4 ton (4,900-7,400 GVWR max)
F-250 (F28, F29)(4X4): 3/4 ton (4,900-7,400 GVWR max)
F-350 (F35, F36): 1 ton (7,700-9,800 GVWR max)

Engines:

Engine Years Power
223 CID Mileage Maker I6 1958-60 137 hp (102 kW)
272 CID Y-block V8 1958 173 hp (129 kW)
292 CID Y-block V8 1959-60 186 hp (139 kW)

Fourth generation (1961–1966)

1961-1966

The truck was completely redesigned for 1961 with a wider look, and unibody trucks were available, built with an integrated cab and box, from 1961-63. From 1964 on, only the traditional separate cab and bed arrangement were available. Power was over 200 hp (150 kW) with the 1965 update of the powertrain. In 1965, the Twin I-Beam front suspension was introduced with coil springs. The 1965 and 1966 trucks have a "TWIN I-BEAM" emblem on the front fender. A 4-door crew cab version was also introduced in 1965, still a popular option. Ford still offered a "Low GVWR" version of each model.

The Camper Special was built heavier for the slide in campers that were becoming increasingly popular during this time.

In 1965, the name "Ranger" is first introduced as a styling package for the F-Series pickup trucks. Then later (1982) the name Ranger is used for Ford's compact series trucks; an entry in the mini-pickup segment. It went on to become the top-selling compact pickup in the American market.

In 1965, the 300-cubic inch (4.9 L) Straight-6 was introduced (a larger version of the 240-cubic inch Six). It had 7 main bearings and timing gears (no chain or belt).

1966 F100 with 1972 tailgate lettering and optional toolbox under the bed

Models:

F-100 (F10, F11, F14): 1/2 ton (4,000-5,000 GVWR max)
F-100 (F18, F19)(4X4): 1/2 ton (4,000-5,600 GVWR max)
F-250 (F25): 3/4 ton (7,400 GVWR max)
F-250 (F26)(4X4): 3/4 ton (4,900 GVWR max)
F-350 (F35): 1 ton (9,800 GVWR max)

Engines:

Engine Years Power

223 CID Mileage Maker I6 1961-64 137 hp (102 kW)
292 CID Y-block V8 1961-64 186 hp (139 kW)
240 CID Straight-6 1965-66 150 hp (112 kW)
300 CID Straight-6 1965-66 170 hp (127 kW)
352 CID FE V8 1965-66 208 hp (155 kW)

Fifth generation (1967–1972)

1967–1972

Another refresh came in 1967 along with a familiar name: the upscale Ranger trim line in addition to the base and Custom Cab trim levels. In 1968, federal regulations required all automotive manufacturers to add side marker reflectors or lights, so Ford redesigned the hood emblems to incorporate reflectors. The same year the trucks received larger versions of Ford's FE engine family with the introduction of the 360 and 390 cubic inch engines. Also changed for 1968 were the heater controls, arm rests, interior door handles and window cranks, and the upper trim moulding on models so equipped. Rear side marker reflectors were also added to the lower bed side panels in 1968, per government regulations. The 302 V8 became an option in late '69. The top trim for 1970 was now named Ranger XLT with Ranger, Sport Custom and Custom rounding off the rest of the line. The fifth generation bodies were noted for durability and simplicity of design making them a favorite for restoration.

Some trucks came with an outer flush mounted bed side compartment/tool box on the passenger side only. Trucks from the Fifth Generation can be identified as to year model by their year specific grille arrangements.

After the 1968 models, Ford discontinued the "Low GVWR" versions.

Still available was the Camper Special option, along with the new Explorer Special (a trim package), Contractor's Special(including a behind the seat toolbox and 3/4 ton (F-250) suspension), Farm and Ranch Special, and Heavy-Duty Special. Most of these "specials" from 1967-72 were made in relatively low numbers and are now becoming increasingly difficult to locate.

The fifth-generation F-series was introduced in Brazil in 1971, which remained in production until circa 1992 with a slight redesign and changes in its motorizations.

Models:

F-100: 1/2 ton (5,600 GVWR max)
F-110: 1/2 ton (4X4)(4,200 GVWR max)
F-250: 3/4 ton (7,500 GVWR max)
F-260: 3/4 ton (4X4)(4,800 GVWR max)
F-350: 1 ton (10,000 GVWR max)
F-360: 1 ton (4X4)(6,000 GVWR max)

Engines:

Engine Years Power

240 CID Straight-6 1967-72 150 hp (112 kW)
300 CID Straight-6 1967-72 170 hp (137 kW)
352 CID FE V8 1967 208 hp (155 kW)
360 CID FE V8 1968-72 215 hp (160 kW)
390 CID FE V8 1968-72 255 hp (189 kW)
302 CID Windsor V8 1969-72 205 hp (153 kW)

Sixth generation (1973–1979)

1973-1979

The truck was redesigned in 1973; the grille for the 1973 model year featured two silver-metallic plastic inserts divided by an aluminum bar that was part of the main grille frame, with the letters "F O R D" spaced out in a thin rail in the upper part of the grille. Large round headlights were on either side of the grille with the park/turn signal lamps placed above in the same rail where the "FORD" lettering was. In 1976, this familiar "split-grille" design was facelifted slightly to feature black accents around the headlights and a refined appearance overall. In 1978, the round headlight design was retained for the regular Ranger and Custom trim levels. The XLT and "Lariat" trim level incorporated rectangular headlights with optional chrome headlight doors and chrome grille insert. The split grille design was overhauled in favor of a single-piece grille insert design. The headlights were also placed in a more stylized "insert" themselves, and the park/turn signal lamps were now placed below the headlights. A luxury Lariat trim was also introduced for 1978. In 1979, the round headlights were replaced by rectangular headlamps across all the trim levels and the surrounding grille insert that framed the headlamps was now available in either black, or chrome to match that of the aluminum grille frame. Additionally, an optional chrome-plated "F O R D" letterset could now be seen on the hood immediately above the grille.

In 1973, a new model was offered, the F350 SRW (single rear wheel) pickup. These were a new heavy duty pickup with contractors and camping enthusiasts in mind. The trucks rode on a longer wheel base chassis but were the same overall length as an F250 pickup. If you ordered the Camper Special package on an F350 SRW it became a Super Camper Special which was designed for the much heavier slide-in campers coming on the market at that time. Other changes included the 1974 introduction of the extended super cab version. The F-150 was introduced in 1975 to help circumvent coming emissions requirements. These came with a maximum payload of 2,275 lb (1,032 kg) when properly equipped. With the 1/2 ton F-100 still in production, the new F-150was referred to as the "heavy half" ton by some people.

1973-1975 Ford F-100 XLT

In 1976, the F-series became the best-selling truck in America, a position it has continued to hold since. This generation is noted for the durability of the body panels as Ford used extensive amounts of galvanized sheet metal to fight corrosion. 1977 was the first year for smaller cowl insignias moved near the windshield and the last year for the medium-duty F-500.

The GVWR ratings for these trucks was tied to a combination of wheel, spring, axle and brake combinations. The series code on the ID tag denotes which model and from that it can be determined what weight rating each vehicle has. 4X4 trucks can also be identified by the VIN number and on the ID plate as a serial number. For example, F10 is an F-100 2 wheel drive but F11 is an F-100 4X4, and so on. Serial numbers beginning with an X are SuperCab models.

1977 Ford F-150

Models:

F100 F101 F102 F103 F104 F105 F106 F107 F108 F109 F10N: 1/2 ton (4,550-5,700 GVWR max)
F110 F111 F112 F113 : 1/2 ton (4X4)(5,250-6,500 GVWR max)
F150 F151 : "heavy" 1/2 ton (6,050-6,200 GVWR max)
F140 F141 F142 F143: "heavy" 1/2 ton (6,050-6,500 GVWR max)
F250 F251 F252 F253 F254 F255 F256 F257 F258 F259: 3/4 ton (6,200-8,100 GVWR max)
F260 F261 F262 F263 F264 F265 F266: 3/4 ton (4X4) (6,500-8,400 GVWR max)
F350 F350 F351 F352 F353 F354 F355 F356 F357 F358 F359 F35P: 1 ton (6,000-10,000 GVWR max)
F-360: 1 ton (4X4) (8,550 GVWR max)

Engines:

Engine Years Power (SAE net)

240 CID Straight-6 1973-77
300 CID Straight-6 1973-77
302 CID Windsor V8 1969-72 130 hp (97 kW)
352 CID FE V8 1973-77
360 CID FE V8 1973-76 145 hp (108 kW)
390 CID FE V8 1973-77 195 hp (145 kW)
460 CID 385 V8 1973-79 200-220 hp (150-162 kW)
351 CID 351M V8 1977-79 163 hp (122 kW)
400 CID 400M V8 1977-79 169 hp (126 kW)

Seventh generation (1980–1986)

1980-1986

The next major redesign came in 1980. The new truck had a squarer look, with sharp lines and flat panels; the trucks were designed with improved fuel efficiency in mind, and to this end, Ford added its new AOD automatic overdrive (four-speed) transmission as an option on light-duty models. Also new was Ford's first use of an independent front suspension on 4X4 models. The Ranger trim line was dropped from the F-Series in 1982, since that name was to be applied to the new Ford Ranger compact pickup, which replaced the Ford Courier mini-pickup line. Trim options became XL, XLS, XLT, and XLT Lariat. In 1982 the "F-O-R-D" letters were removed from the hood and a blue oval logo appeared on the grille.

The big-block 460 CID V8 was dropped for 1980, but returned in 1983 along with the 6.9 L V8 diesel option. In 1982, the 335-series "Cleveland" V8s were discontinued. The 351M was replaced by the 351 Windsor (an older design that now made its debut in light trucks), while the 400 vanished altogether (Ford's competitors had ceased selling engines in that size range a few years before). The 5.0 L V8 switched over to fuel injection, first as an option in 1985 and then as standard in 1986.

The new Essex V6 was added in 1982, but didn't sell particularly well. It was dropped after 1983, and the long-lived 300 inline six continued as the standard engine through the series. A work truck package called "6+6" was available, pairing the 300 CID inline six with the C6 transmission.[dubious – discuss] These were also the last American vehicles to have a column-mounted manual transmission.

The F-100 was dropped as the base model at the end of 1983 and the now-familiar F-150took its place as the base model F-Series truck for 1984. This generation also saw extensive use of galvanized body panels to fight corrosion which is now gaining them popularity among restorers.

The various changes that occurred between the 1981 and 1982 model years were accompanied by a slight cosmetic change- 1980-81 trucks have a plain grille with "FORD" spelled across the front of the hood in chrome letters, similar to the previous generation. 1982-86 models had the letters removed, and a Ford oval placed in the center of the grille. This made the 1982 the first model year to feature a blue oval on the front, something that has been on every model that followed it, with the exception of the 2010 F-150 SVT Raptor.

This generation saw two different sets of trim levels:

In 1980 and 1981, there was:

Custom- Base model with manual locks/windows, vinyl seat, and black rubber floor mat.

Ranger- Intermediate trim that added a color-keyed floor mat, extra chrome, and woodtone dash trim.

Ranger XLT- A step up from the Ranger that added better seat trim, a color-keyed headliner, color-keyed carpeting, aluminum tailgate trim and optional power windows/locks.

Ranger Lariat- a step above the XLT that added a plusher interior.

For 1982-1986:

Base - basically the same as the Custom of the previous years.

XL - replaced the intermediate Ranger trim for 1982 as the Ranger name would be used for Ford's new compact truck.

XLS- a new trim level that featured a blacked-out grille, bumpers, headlight bezels, and windshield trim. It also featured a stripe graphics package and black and silver dash trim. Available exterior colors were red, silver, and black.

XLT Lariat- featured floor carpeting, color-keyed headliner, a standard chrome grille, and optional power windows/door locks. In 1985 the tailgate trim was changed to a "flat" full width aluminum with a red "reflector" towards the bottom with chrome FORD letters.

This generation of Ford trucks are latest to become popular restoration projects as most of these trucks are becoming emissions exempt in most states and now old enough to be registered as classics or antiques.

In Mexico, there is an "F-200" which was introduced in 1976. This variant remained until 1991.

Engines:

Engine Years Power Torque Notes

232 CID Essex V6 1982-83
255 CID Windsor V8 1980-81
300 CID Straight-6 1980 117 hp (87 kW) 223 lb·ft (302 N·m) 1bbl
300 CID† Straight-6 1980 120 hp (89 kW) 229 lb·ft (310 N·m) 1bbl
300 CID Straight-6 1981-86 115 hp (86 kW) 223 lb·ft (302 N·m) 1bbl
302 CID Windsor V8 1980-85 130 hp (97 kW) 222 lb·ft (301 N·m) 2bbl
302 CID Windsor V8 1985-86 190 hp (142 kW) 285 lb·ft (386 N·m) EFI
351 CID 351M V8 1980-82 156 hp ((116 kW) 262 lb·ft (355 N·m) 2bbl
351 CID Windsor V8 1980-82 156 hp ((116 kW) 262 lb·ft (355 N·m) 2bbl
351 CID Windsor V8 1983-85 150 hp ((112 kW) 280 lb·ft (374 N·m) 2bbl
351 CID HO†† Windsor V8 1984-86 210 hp (156 kW) 305 lb·ft (415 N·m) 4bbl
400 CID 400 V8 1980-82 158 hp ((118 kW) 276 lb·ft (379 N·m) 2bbl
420 CID Navistar diesel V8† 1983-86 170 hp (127 kW) 315 lb·ft (428 N·m) IDI
460 CID† 385 V8 1984-86 214 hp (160 kW) 362 lb·ft (490 N·m) 4bbl

† Only available F-250 HD and F-350
† † 1984-85 only available on HD F-250 and F-350 models, 1986 available all models

Eighth generation (1987–1991)

1987-1991

The 1987 design was more streamlined, and maintenance items were made simpler. Rear antilock brakes were now standard, and the first truck to boast this. The manual transmission was revised with five speeds in 1988, and the flareside box was dropped. For 1987 the 4.9 L (300 CID) had standard fuel injection; for 1988, the 351 CID (5.8 L) and 7.5 L (460 CID) also gained fuel injection, with 1988 being the first year no carbureted engines were offered. 1988 also saw the replacement of the 6.9 L (420 CID) diesel V8 with a 7.3 L (445 CID) International Harvester IDI diesel V8 (now making 180 hp (130 kW). and 365 ft·lbf (495 N·m). of torque).

Four wheel drive improvements included the addition of automatic locking hubs for the F-150 in 1989, and for the rest in 1991. Starting in 1980 (to 1996), Ford offered a four-wheel-drive swing arm independent front suspension called Twin-Traction Beam, or TTB. Based on its I-beam suspension from the mid '60s, Ford mounted a Dana differential in the driver-side (front) axle beam and transmitted torque to the passenger-side wheel with a double U-jointed axleshaft. Radius arms and coil springs were still used on the F-150's, while the four-wheel-drive F-250s and F-350s got leaf springs. The 5.0 L (302 CID) truck also had an optional "Touch Drive" electronic transfer case. Custom, XL, XLT, and XLT Lariat were the trim options available. Towards the end of this generation, there was the addition of the behind cab cargo light.

The "F-Super Duty" (as the fender emblems stated) models appeared from 1987 to 1997. They were basically F-450s built as an "incomplete vehicle" (chassis cab) due to the fact that there was no bed installed and an aftermarket bed (specific to its future use) was added after the truck's initial build date. It came with dual fuel tanks with a dash-mounted toggle switch to switch between each tank while using only the one fuel gauge. It came with a PTO (Power Take-Off) used to power attachments (like winches or a dump bed) from the transmission. They were rated at approx 15,000 lb (6,800 kg) GVWR (Gross Vehicle Weight Rating). They came with either the standard 7.5 L (460 CID) gas V8 or the optional 7.3 L (445 CID) diesel V8. All wheels were 10-lug with DRW (Dual Rear Wheels). This model should not be confused with the "Super Duty" commercial line of trucks starting with the 1999 model year.

Ford F350 U-Haul truck in Hampton, VA.

The models are:

F-150: 1/2 ton (6,250 lb GVWR max)
F-250: 3/4 ton (8,800 lb GVWR max)
F-350: 1 ton (11,000 lb GVWR max)
F-Super Duty: 1 ton plus (15,000 lb GVWR max)

Engines:

Engine Years Power Torque Notes

4.9 L I6 1987-91 145 hp (108 kW) 265 lb·ft (360 N·m) EFI
5.0 L V8 1987-91 185 hp (140 kW) 270 lb·ft (365 N·m) EFI
5.8 L V8 1987 210 hp (155 kW) 305 lb·ft (413 N·m) 4-bbl.
5.8 L V8 1988-91 210 hp (155 kW) 315 lb·ft (427 N·m) EFI
7.5 L V8 1987 225 hp (160 kW) 362 lb·ft (490 N·m) 4-bbl.
7.5 L V8 1988-91 230 hp (170 kW) 390 lb·ft (530 N·m EFI
6.9 L Diesel V8 1987 170 hp (125 kW) 310 lb·ft (420 N·m) IDI
7.3 L Diesel V8 1988-91 180 hp (135 kW) 345 lb·ft (467 N·m) IDI

Ninth generation (1992–1996)

1 1992-1996/1997

The 1992 truck received a new aerodynamic-looking front end, a new dashboard, and the flareside bed returned. The Lightning Performance Truck appeared in 1992, with more than 20 industry "firsts" or pilot applications, including 17 in aluminum wheels, gas-charged shocks, and performance handling developed by world-champion driver Jackie Stewart. A CD player option was new for 1994, as was a driver's-side airbag, "CHMSL" third brake light, brake-shift interlock, and CFC free A/C. Following the lead of the Explorer, an Eddie Bauer trim line was added for 1995.

Ford trailed rival General Motors in combined truck sales for much of the ninth generation, though sales steadily rose each year. 500,000 F-Series trucks were sold in 1992, but this rose to nearly 800,000 by 1996, and the Ford had overtaken the combined Chevrolet and GMC pickup sales for the first time in a decade.

Models:

F-150: 1/2 ton (6,100 lb GVWR max)
F-250: 3/4 ton (6,600 lb GVWR max)
F-250 HD: 1992-1997 Heavy Duty 3/4 ton (9,000 GVWR max)
F-350: 1 ton (10,000 lb GVWR max)
F-Super Duty: 1 ton plus (15,000&nbps;lb GVWR max)

Engines:

Engine Years Power Torque Notes

4.9 L I6 1992-93 145 hp (108 kW) 265 lb·ft (360 N·m)
4.9 L I6 1994-96 150 hp (110 kW) 260 lb·ft (352 N·m)
5.0 L V8 1992-93 185 hp (140 kW) 270 lb·ft (365 N·m)
5.0 L V8 1994-96 205 hp (150 kW) 275 lb·ft (370 N·m) 195 hp (145 kW) for automatic
5.8 L V8 1992 210 hp (155 kW) 315 lb·ft (427 N·m)
5.8 L V8 1993 200 hp (150 kW) 310 lb·ft (405 N·m)
5.8 L V8 1993-95 240 hp (179 kW)) 340 ft·lbf (461 N·m) Lightning Only
5.8 L V8 1994-96 210 hp (155 kW) 325 lb·ft (440 N·m)
7.5 L V8 1992-93 230 hp (170 kW) 390 lb·ft (530 N·m
7.5 L V8 1994-96 245 hp (183 kW) 395 lb·ft (534 N·m
7.3 L Diesel V8 1992-94 185 hp (140 kW) 360 lb·ft (490 N·m) IDI
7.3 L Diesel V8 1992.5-94 190 hp (144 kW) 390 lb·ft (531 N·m) IDI Turbo
7.3 L Diesel V8 1994-97 215 hp (157 kW) 425 lb·ft (575 N·m) DI Turbo, Powerstroke

The 7.5 L and diesel engines were not available on the F-150, and the 4.9 L and 5.0 L were not available on the F-350 or F-450.

F-350 Crew Cab diesel

Tenth generation (1997–2003)

1997-2003

Ford took the aero styling further for 1997 with a rounded nose on the new F-series. The regular F-250 (light duty) was basically an F-150 with the same body panels but with heavy duty axles and suspension, along with 7 lug wheels. Additionally, the F-250 Light Duty also offered a load leveling rear suspension system. The F-250 HD (Heavy Duty) was in the same series as the F-350. With the arrival of the all new 1999 "Super Duty" series in early 1998, the standard F-250 ('light duty'), F-250HD (Heavy Duty), & F-350 line was totally dropped and the F-250 (light duty) was offered as the "7700" package for the F-150 (noted on the tailgate emblem).

Completely new, more efficient engines were offered beginning in 1997. A 4.2 L OHV V6, based on Ford's 3.8 L Essex V6, replaced the 4.9 L OHV I6, while 4.6 and 5.4 liter SOHC V8s replaced the 5.0, 5.8, and 7.5 liter OHV V8s, respectively. The 4.6 and 5.4 liter V8s were marketed under the name "Triton" and mark the first use of Ford's Modular Single Overhead Cam (SOHC) engines in the F-Series pickups.

Ford F-150 SuperCab long bed

A wide variety of body options were available: regular cab and SuperCab, standard or flareside boxes, and short and long beds. A new Lightning was introduced in 1999, and Harley-Davidson and King Ranch versions were also created. In 2001 the SuperCrew cab was introduced with four full-size doors. In 2002, an FX4 model was introduced which came with skid plates, Rancho shock absorbers, and specific 17" aluminum wheels along with more standard features that were optional on XLT. In 2003, a sporty STX trim package was introduced, aimed at younger truck buyers. The STX package featured color keyed front/rear bumpers along with clear lens headlights and integrated round fog lamps. The package also featured chrome step rails, 17" chrome wheels, and a Kenwood Z828 stereo was installed in place of the standard Ford radio.

Ford F-150 King Ranch SuperCrew

This generation F-150 received an overall poor rating by the IIHS in the frontal offset test.

Sales of the F-150 surged in the tenth generation to 750,000 to over 900,000 in 2001 as the General Motors and Dodge products lagged. Ford's sales dropped, however, for the final years of this generation as the redesigned Dodge trucks were released.

The new F-150 was Motor Trend magazine's Truck of the Year for 1997. The grille was updated in 1999 with minor interior updates as well. The SuperCrew was added to the lineup in 2001. Ford manufactured a limited run of "Heritage Edition" F-150s of this body style in 2004 (as 2004 model years) to finish out production. This truck, with an updated grille, is still available in Mexico as a less-expensive alternative to the current trucks.

Ford has found that the cruise control system in many of their trucks could catch fire, because the switch system could corrode over time, overheat and ignite. Ignition was later blamed on spillage from the adjacent master cylinder. On March 5, 2007 Ford recalled 155,000 2003 full-size pickups and full-size SUVs for the defective part. During the previous two years Ford had recalled 5.8 million vehicles in because of the defective cruise control systems in trucks, SUVs and vans. That recall, one of the largest in history, covered vehicles from the 1994-2002 model years.

Engines:

Engine Years Power Torque Notes

4.2 L V6 1997-2003 202 hp (151 kW) 252 lb·ft (342 N·m)
4.6 L V8 1997-98 220 hp (164 kW) 280 lb·ft (380 N·m)
4.6 L V8 1999-2003 231 hp (172 kW) 293 lb·ft (397 N·m)
5.4 L V8 1997-98 235 hp (175 kW) 330 lb·ft (447 N·m)
5.4 L V8 1999-2003 260 hp (194 kW) 350 lb·ft (475 N·m)
5.4 L V8 1999-2000 360 hp (268 kW) 450 lb·ft Lightning
5.4 L V8 2001-04 380 hp (283 kW) 450 lb·ft Lightning
5.4 L V8 2002-03 340 hp (254 kW) Harley-Davidson

Eleventh generation (2004-2008)

2004-2008

Eleventh generation
Also called Ford Lobo (Mexico)
Production 2004-2008
Assembly Cuautitlan, Mexico
Dearborn, Michigan, USA
Kansas City, Missouri, USA
Norfolk, Virginia, USA
Sao Bernardo do Campo, Brazil
Valencia, Venezuela
Body style(s) 2-door pickup
4-door pickup
Platform Ford P2 platform
Engine(s) 4.2 L (256 CID) Essex V6
4.6 L (281 CID) Triton V8
5.4 L (330 CID) Triton V8
Transmission(s) 4-speed automatic
5-speed manual
Wheelbase 126.0 in (Reg. Cab, short box)
SuperCab XL & Lariat: 145 in
SuperCab STX/FX4/XLT: 133 in
Crew Cab: 139 in (3,531 mm)
Length Regular Cab: 211.2 in
Ext. cab XL & Lariat: 229.8 in
Ext. cab STX/FX4/XLT: 217.8 in
Crew Cab: 223.8 in (5,685 mm)
Width 78.9 in
Height 73.5-76.1 in
Related Lincoln Mark LT

In 2004, Ford redesigned the F-150 using the new P2 platform. The side windows also changed to a Kenworth "Daylight Door" and Ford Super Duty-like appearance; dipping towards the front of the door. Initially, only Ford's 4.6 L Triton and new 3-valve 5.4 L 3V Triton V8 engines and automatic transmissions were offered on the new trucks. In 2005, Ford's 4.2 L Essex V6 and manual transmission became available and standard on base models after they were available only for fleet orders last year.

2004-06 F-150 Lariat Super Crew

The F-250 and F-350 Ford Super Duties (on the P3 platform) are a different class (over 8,500 lb (3,900 kg) GVWR) than the regular F-series lineup, although they are still F-series trucks.

All F-Series now have two large "closed loop" front tow hook design as opposed to conventional open hooks, which may bend out or even break. The F-Series can pull up to 30,000 lb (14,000 kg). with just one hook.

For 2007, Ford introduced a complement to the existing FX4 model, the new FX2 Sport package (a 2 wheel drive truck with an appearance package).

2 2007-08 F-150 Harley Davidson double cab

Also for 2007, a flex-fuel version of the 3-valve 5.4 L Triton V8 became available.

Ford states a properly equipped 2007 F-150 (Long Wheel Base, 2WD model only) can now tow up to 11,000 lb (5,000 kg) maximum and 1800-3050 lb maximum payload, though Ford has not indicated any design changes occurred to support the upgraded towing capacity numbers from the previous model years. The original tow rating of 9,900 lb (4,500 kg) was raised to 10,500 lb (4,800 kg) upon announcement of the new 2007 Chevrolet Silverado's 10,500 lb (4,800 kg) maximum towing capacity. Ford again raised the F-150's maximum towing capacity number to 11,000 lb (5,000 kg) upon announcement of the new 2007 Toyota Tundra's 10,800 lb (4,900 kg) maximum towing capacity. The 2004-2008 F-150 model years are mechanically identical, and no technical explanation has been offered by Ford regarding the increase in tow ratings.

Ford has reported that a smaller diesel engine will be an option for the F-150 in the near future, making it the only half-ton pickup in the U.S offering a diesel. Ford has recently stated that the engine will be a 4.4 L V8 derived from the euro-built 3.6 L diesel that is currently used in Land Rovers. It has an estimated power output of 330 hp (246 kW) and 515 lb·ft (698 N·m) of torque.

This generation F-150 got top safety ratings (5 stars) from the NHSTA in frontal collisions.

Saleen offers their own OEM version of the F-150, badged as the S331. Additionally, Roush offers an aftermarket version with similar power. Beginning with the second half of the 2007 model year, Ford offered the Saleen forced-induction package on the Harley edition as an OEM option.

The F-150 Foose Edition debuted in fall 2007 as a 2008 model. Based on an F-150 FX2 Sport, it uses a Roush-developed powertrain. The supercharged 5.4 L V8 puts out 450 hp (335 kW) and 500 lb·ft (680 N·m) of torque.

Awards, sales accomplishments

The new F-150 earned the North American Truck of the Year award for 2004 and was Motor Trend magazine's Truck of the Year for 2004. It also beat the three-time winning Chevrolet Silverado for Car and Driver magazine's Best Pickup Truck for 2004 and 2005. Additionally, over 939,000 F-Series trucks were sold in 2005, a single-year sales record for trucks.

As a popular fleet vehicle, this generation of the F-Series has garnered a number of awards from fleet management professionals. The 2006 F-150 was named Fleet Truck of the Year by Automotive Fleet and Business Fleet magazines, and the 2007 models of the F-150, F-250 and F-350 were chosen Best Fleet Value vehicles in their respective categories by automotive data-analysis firm Vincentric. Winner of the 2006-2007 Golden Icon Award (presented by Travolta Family Entertainment) for "Best Truck".

According to Consumer Reports's used car reliability history data, the 2004-2008 F-150 with the 4.2 L V6 engine is the most reliable American pickup truck ever produced in history. It scored a rating of excellent for five straight consecutive years within one body generation, something that domestics had never earned in the past.

Engine Years Power Torque
4.2 L V6 2004-2008 202 hp (151 kW) 260 lb·ft (353 N·m)
4.6 L V8 2004-2008 231 hp (172 kW) 293 lb·ft (397 N·m)
5.4 L V8 2004-2008 300 hp (224 kW) 365 lb·ft (495 N·m)

Twelfth generation (2009-)

2009-

Ford revealed the next generation 2009 F-150 design at the North American International Auto Show in January, 2008. Production of the series began in October 2008 at Ford's Kansas City Assembly Plant. The truck features a larger and more flexible interior, an updated three-bar grille, and additional choices of cab styles and trim levels. The chassis includes a lighter-weight, high strength steel for better fuel economy and safety and improved payload and towing capacity. Three engines are initially offered with the 2009 redesign: a revised 5.4 L 3-valve Triton V8 that is E85 capable with a new output rating of 320 hp (239 kW) and 395 lb·ft (529 N·m) of torque, a 292 hp (218 kW) 4.6 L 3-valve V8, and a 248 hp (185 kW) 4.6 L 2-valve V8. The 4-valve 5.4 and 4.6 liter V8s are mated to Ford's new 6R80E 6-speed automatic transmission while the 4R75E 4-speed automatic transmission used previously is carried over for the 2-valve 4.6 L V8. The 4.2 L OHV V6 engine, which was previously available, has been dropped due to the closure of the Essex engine plant where it was produced. Additional engine offerings under development and projected for the 2010 model year include a new 4.4 L diesel V8 with a projected 330 hp (246 kW) and 400 lb·ft (569N·m) of torque and an Ecoboost gas turbocharged direct injection 3.5 L DOHC V6.

The Lincoln Mark LT truck will be replaced by a Platinum edition F-150 in 2009.

The 2009 Ford F150 features front-seat side impact airbags and Ford's Safety Canopy System for the first and second rows as Head protection in the event of a side impact. It will also feature Ford's exclusive ADVANCETRAC RSC (Electronic Stability Control)

Worsening economic situation in US and the declining sales of F-150s prompted Ford to delay the introduction of the new F-150 by two months.

Beginning in 2009, manual transmissions will no longer be available in the F-150 and will only be equipped with automatics. Manual transmissions will continue to be available in the F-250 Super Duty and F-350 Heavy duty pickups.

Engine Years Power Torque

4.6 L 2V V8 2009- 248 hp (185 kW) @ 4750 rpm 294 lb·ft (398 N·m) @ 4000 rpm
4.6 L 3V V8 2009- 292 hp (218 kW) @ 5700 rpm 320 lb·ft (433 N·m) @ 4000 rpm
5.4 L 3V V8 2009- 310 hp (231 kW) @ 5000 rpm 365 lb·ft (494 N·m) @ 3500 rpm
5.4 L 3V V8 (E85) 2009- 320 hp (239 kW) @ 5000 rpm 390 lb·ft (528 N·m) @ 3500 rpm

Ford originally planned to reintroduce F-100, known internally as P525, as global replacement for Ford Ranger in 2010 or 2011, but the plan was cancelled, instead offering EcoBoost engines for F-150.

SVT Raptor

2010 SVT Raptor

Ford announced the production of 2010 F-150 SVT Raptor as dedicated off-roader. It is powered by 5.4L engine, with 6.2L option. It has Fox Racing external reservoir shock absorbers which allows for 11" of suspension travel in front, and 13" in the rear. It will come standard with 35" BFG All Terrain tires. Also, it will be available in 2 paint schemes: a solid black, or a orange color with black graphics.

The race version, F-150 SVT Raptor R, was also built for the Baja 1000 races. It uses 6.2L engine rated 450hp.

Concepts

In 2008 SEMA show, 4 2009 Ford F-150s were unveiled: 2009 Ford F-150 Heavy Duty DEWALT Contractor, 2009 Ford F-150 FX-4 by X-Treme Toyz, 2009 Ford F-150 by Street Scene Equipment, Hi-Pa Drive F-150. Heavy Duty DEWALT Contractor was built in DeWalt theme. FX-4, also called Fahrenheit F-150, was built for outdoor lifestyle enthusiast. Street Scene Equipment version is a lowered truck built with performance and style. Hi-Pa Drive F-150 was powered by 4 electric in-wheel motors rated over 480hp and over 375lb·ft torque combined.

Electric and hybrids

Ford will supply Smith Electric Vehicles with a range of its Ford F-Series commercial vehicles as the chassis for Smith's US-specific vehicles. The first of these vehicles is the Faraday mark II, built using the Ford F-650 chassis cab, with a gross vehicle weight (GVW) of up to 13,000 kg (29,000 lb). It manufactures the first of this product in the second half of 2008.

Hybrid Electric Vehicle Technologies (HEVT), Inc. unveiled a plug-in hybrid prototype at 2008 Plug-In Conference and Exposition.

Ford and PML Flightlink worked together to produce the Hi-Pa DriveTM Ford F150 pickup prototype vehicle which was unveiled at the SEMA show 2008.

Notes

Ford also manufactures F-Series medium-duty trucks (F-650, F-750). School bus chassis versions are sold as B-Series trucks. The 1961-1965 Ford Falcon Econoline flat nose pickup trucks and 1961-present vans are E-Series. Parcel delivery vans are P-Series. Big tractor trailer trucks are L-Series. There was also a class 8 cab over called the W-Series in the 60's-70's, replaced by the CL-Series in 1977.
In Argentina and Brazil, the gasoline engines came prepared from the factory with slight modifications to also use them with alternative fuels, E-85 (Ethanol) and CNG (Compressed Natural Gas). Biodiesel also is used in diesel engines.

Prior to the F-650 and F-750 medium-duty trucks, Ford offered F-700, F-800 and F-900 medium-duty trucks that retained the door and aft cab (A-pillar back) style and structure from the previous generation F-Series, along with the dash and instrument cluster (from early 1980s models). Current models are based on the International 4000Series chassis with a Ford Super Duty cab.

A F-8000 was also produced based on the Ford Cargo cab-over range, which was similar to the 2006 and newer Ford LCF ("Low Cab Forward").

From The Begining, Ford Explorer

The Ford Explorer is a mid-size sport utility vehicle sold in North America and built by the Ford Motor Company since 1990. It's manufactured in Louisville, Kentucky (it was also assembled in Hazelwood, Missouri until the plant closed on March 10, 2006). The Ford Explorer was instrumental in turning the SUV from a special-interest vehicle into one of the most popular vehicle types on the road.

The Explorer has also been involved in controversy, after a spate of fatal rollover accidents involving Explorers fitted with Firestone tires.

Both two-door Explorer Sport and four-door models of Explorer have been sold. Part-time four-wheel drive is an available option, and since 1995 this has been a 'shift on the fly' system with full protection against being engaged at high speed.

A specially modified Special Service Vehicle version is also available from Ford Fleet for law enforcement.

Explorer was also the name of a trim package offered on the Ford F-Series trucks from 1968 to 1986.

Explorer Sport variation:

The Ford Explorer Sport was a 2-door version of the Ford Explorer, designed to take the place of the Bronco II in Ford's model line, and was produced from 1991 to 2003. The Sport began as a trim level of the Ford Explorer, but it eventually became its own model. It rode on a 10" shorter wheelbase. There was only one Sport, but there were several other trim levels of the Explorer that were available with 2 doors(edmunds trim levels), such as the XL (1991-1997), the Eddie Bauer (1991-1994), and the Expedition (1995). In 1998 the Explorer Sport became the only 2-door trim level of the Explorer, and in 2001 it became its own model, as the second generation Explorer moved on to a 4-door-only 3rd generation.

1st-gen Explorer 2-door

1998-2000 Explorer Sport

2001-2003 Explorer Sport

First generation (1991-1994)



The Ford Explorer was released in March 1990 as a 1991 model. It was equipped with a 4.0 L 155 hp (116 kW) V6 engine and 4-speed A4LD automatic transmission or 5-speed M5OD manual transmission. Like the Ford Bronco II it replaced, it was an SUV derivative of the Ford Ranger Pickup, but larger. Following the Chevrolet S-10 Blazer, it came in both 2-door and 4-door bodystyles. It was available with rear or four-wheel drive. The four-wheel drive versions came with a Borg Warner 13-54 part-time four wheel drive transfer case. The 13-54 was available with "Touch Drive" electronic push button shifting as well as manual, lever operated shifting. Both designs were "shift-on-the-fly" designs that allowed the truck to be shifted from two wheel drive to 'four-high' at any speed. All Explorers came with the 8.8" Ford rear axle in either a limited slip or open version with a variety of available gear ratios. Explorers came in 4 trim levels: base XL, XLT, Sport (only available on the two-door version), and the upscale Eddie Bauer Edition. 15 hp (11 kW) was added for 1993 for a total of 170 hp (119 kW). The Limited edition, added for 1993, was available only in the 4-door style and was even more upscale than the Eddie Bauer version. It featured automatic headlights, foglamps, an automatic transmission as standard equipment, an auto-dimming rear view mirror, a center roof console with compass and outside thermometer, special wheels, and a special grille.

Technically similar to the original Ford Explorer, the Explorer Sport came in both rear-wheel drive and four-wheel drive variants. It replaced the 2-door Ford Bronco II, and was larger than the Bronco II. A variant of the Explorer Sport was sold by Mazda as the Navajo, which won Motor Trend's Truck of the Year award but was discontinued in 1994.

Common complaints about the first generation models mostly came from the A4LD automatic transmission. Towing wasn't its strong point and it couldn't handle much more power if the engine saw any aftermarket upgrades. Also, problems came from the automatic locking front hubs. Moderate off road driving would destroy the plastic internals and leave the SUV stuck in 2WD. Manual locking front hubs did not suffer from reliability problems.

Second generation (1995-2001)



The Explorer saw significant exterior, interior and suspension updates in 1995. The former "Twin Traction Beam" (TTB) front suspension was replaced with a more carlike independent front suspension. The Explorer lineup now consisted of two models: 2-door Explorer Sport and the 4-door Explorer. The Limited was a higher end 4-door. A 210 hp (157 kW) 5.0 L Windsor V8 engine and heavy-duty 4-speed 4R70W transmission were added for 1996, along with a "full time" all-wheel drive system on the Eddie Bauer and Limited in 1997. A more-powerful SOHC 205 hp (153 kW) engine came as an option in 1997 along with an optional 5-speed automatic. A Mercury twin, the Mountaineer, was added in 1997 as well. In early 1997, the 5.0 L received new cylinder heads (GT-40P series), which upped power to 215 hp (160 kw). Since this change was made in the middle of the 1997 release, the 1997 GT-40P equipped Explorers and Mountaineers were dubbed 1997¼ models. The 5.0 L V8 powered Explorer has become favored in the high performance SUV crowd, with many performance parts available. This is due to the fact that many aftermarket 5.0L Ford Mustang parts are interchangeable with the Explorer variant. Also, the Explorer has aftermarket parts available for it including superchargers, nitrous kits, and headers.

The 1995 Explorer was the first production vehicle to use a neon center high mount stop lamp.[citation needed] This was replaced with a more conventional lamp when the liftgate was refreshed in 1998. A slight change in front end design came in 1999, at which time the XLS name replaced XL as the base model.

Like the basic Explorer, the Explorer Sport was significantly updated in 1995. The Eddie Bauer trim level was replaced with Expedition on 2-door Explorers (1995 only, the name would be reused on the 1997 Ford Expedition). The rear was given a face lift for 1998.

2001 also saw the introduction of the Explorer Sport Trac, which put a small pickup bed behind the four normal SUV doors.

Third generation (2002-2005)



The 4-door Explorer and companion Mercury Mountaineer were redesigned entirely in 2002, losing all design similarity with the Ranger and the still in production, second generation inspired Explorer Sport Trac. Engines were either the 210 hp (157 kW) SOHC 4.0L V6 with 254 ft·lbf (344 N·m) of torque or a 239 hp (178 kW) 4.6 L V8, with the 203 hp (151 kW) 4.0 L still available on the Explorer Sport. A third-row seat became available for the first time, bringing total passenger capacity to seven. Both manual (2-door and Sport Trac only) and automatic transmissions and all-wheel drive were available (with 2001 being the last year of being able to order a 4-door and manual transmission). Trim lines were the base Sport Value, Sport Choice, XLS, Sport Premium, XLT, Eddie Bauer, and top Limited. AdvanceTrac with Roll Stability Control were standard for 2005 but an option from 2002 and on.

All three SUVs use code U6 (for rear-wheel drive), U7 (for four-wheel drive), and U8 (for all-wheel drive) in the 5th, 6th, and 7th positions of the VIN.

When the Explorer was redesigned for 2002, the Explorer Sport continued unchanged for 1 more year. Due to the decline of 2-door SUVs, the 2-door Explorer Sport was discontinued in 2003.

Fourth generation (2006-2009)



The Explorer and Mountaineer were updated for 2006 on a new frame, produced by Magna International rather than Tower Automotive. It was upsized, because the Ford Freestyle (now called Ford Taurus X), slotted between it and the Escape. Along with this new, stronger base were a new interior, redesigned rear suspension, and power-folding third-row seats. A tire-pressure monitoring system and electronic stability control are standard. Power running boards (like those on the Lincoln Navigator) that lower to allow easier to access for someone entering the vehicle and then later retract upon door closure are available. Unlike previous Explorers, there will be no right-hand drive version. Ford Australia has a capable local equivalent instead, being the Australian designed and developed Ford Territory. The new Explorer is marketed in Japan in a left-hand drive configuration, as LHD vehicles are considered prestigious there.

A 210 hp (157 kW) 4.0 L V6 is the base engine, with the 292 hp (218 kW) 24-valve V8, similar to the Mustang engine, as the top choice. A six-speed automatic transmission is available with this engine as well.

The Explorer was nominated for the North American Truck of the Year award for 2006.

A new Sport Trac was added to the Explorer line in early 2006 for the 2007 model year. Unlike its predecessor it sold through 2005, it will feature the V8 engine as an option, and will be based on the new, larger Explorer platform. AdvanceTrac with Roll Stability Control will be standard in the Sport Trac.

A special 2007 SVT model called the Sport Trac Adrenalin was to use a supercharged version of the 4.6 L Modular V8, with 390 hp (291 kW) and featuring 21-inch (530 mm) wheels. It was to be a successor to the F-Series Lightning pickup. However, it was cancelled in a cost-cutting move, as part of The Way Forward.

Fifth generation concept

Fifth generation Ford Explorer America concept from the 2008 New York Auto Show

Ford has revealed in media press releases, along with a gallery of photographs, a new Explorer America concept vehicle, scheduled for public unveiling at the 2008 North American International Auto Show. The concept represents a new design direction for a future, more fuel efficient Explorer. The Explorer America concept is built on a unibody platform to reduce weight and improve driveability, migrating from the body-on-frame platform of the current Explorer. It is designed for up to six passengers, and can tow 3,500 pounds, while improving fuel economy by 20 to 30 percent relative to the current V6 Explorer. The powertrain packages in the concept vehicle include a two-liter four cylinder turbocharged direct injection EcoBoost gas engine with 275 horsepower (205 kW) and 280 ft·lbf (380 N·m) of torque, and a 3.5 liter V6 version EcoBoost with 340 horsepower (250 kW) and up to 340 ft·lbf (460 N·m) of torque. The EcoBoost engine is scheduled for initial installation in the Lincoln MKS sedan in 2009, followed by the Ford Flex and other vehicles, and is expected to power a half-million Ford vehicles each year by 2013. Ford is also looking into using lighter weight chassis components with materials such as aluminum and magnesium, and electric power steering to reduce weight, along with improved aerodynamics, to improve fuel economy in the Explorer and other vehicles. Ford has confirmed that the Explorer will make the switch to a car based platform sometime around 2010 or 2011. Many Ford purists are disappointed by this fact, claiming that it is the end of the Explorer as America knows it. Spy shots have circulated the internet and the testing model has a body similar to the Ford Taurus X. The new Explorer will replace the Taurus X.

Explorer Special Service Package

NYPD Ford Explorer Special Service vehicle

To compete with other police SUVs that are sold by other automobile companies, Ford has made a special package for the Explorer that's only available to law enforcement agencies, fire departments, and EMS agencies. Ford calls it the Explorer Special Service Package. The only differences between the standard Explorer and the Special Service Package Explorer are provisions for emergency services related equipment such as radios, lightbars and sirens. There are also options designated fleet only (such as custom 2 tone paint arrangements) that are available to the Explorer Special Service Package.

Mixed export sales success

With the introduction of the second generation Explorer in 1995, Ford attempted to market the Explorer in the UK, similar to the Taurus Ghia, Ford's attempt to market the Taurus in Australia and New Zealand. The Explorer was poorly received in the UK, apparently in large part because it was designed for comfortable city cruising, rather than off road capability. Many UK buyers only bought SUVs if they needed cargo flexibility or off-road capability, and they viewed large SUVs as less of a family car, as opposed to station wagons, which are more traditional British family haulers. That meant that UK SUV buyers largely stuck with Land Rovers or Jeeps. After the Firestone tire problems (see below), Ford withdrew the Explorer from the UK market.

Second Generation UK Models. In the UK the Ford Explorer was initially available as just one model, with the 4.0litre engine and with a high specification - the only dealer options being leather interior. In 1998, a facelifted Explorer was available with minor cosmetic interior changes and a revised rear tail lift which centered the rear number plate. In 1999 the model range was revamped slightly, the base model becoming the XLT and a special edition North Face version marketed with a tie in to North Face outdoor clothing. The North Face version was available in a dark green or a silver, with body coloured bumpers, heated leather seats and a CD multichanger as standard. In 2000, the North Face was also in black, which is a very rare sight on UK roads.

Second Generation UK Model Problems. The UK versions suffer from the same timing chain problems the US versions did, but were not subject to a recall. Its essential to maintain and monitor the timing chain tensioner if it is still the original plastic one.

Current Exports As of 2008, the Explorer is exported to Canada, Mexico, Japan, South Korea, Israel, Russia, Iceland, the Middle East, and certain countries in South America and Africa.

Suppliers

A large number of companies are suppliers for materials and parts that make the Ford Explorer. Suppliers include Johnson Controls, Magna International, Lear Corporation, Dana Corporation, and Visteon.

Ford Explorer Sport Trac

The Ford Sport Trac is a mid-size sport utility vehicle with a pickup truck bed sold mostly in North America. The Sport Trac is based on the Ford Explorer SUV and has been built by the Ford Motor Company since 2000. This pickup truck slots between the Ford Ranger and Ford F-Series in size, capability, and price. It competes with crew-cab mid-size pickups and crossovers, such as the Honda Ridgeline, and is a smaller competitor to the Chevrolet Avalanche. During the first year it sold in the US, the waiting list grew to over 3 months.

First generation (2001-2005)

First generation Sport Trac

The Explorer Sport Trac was introduced in 2000 as a 2001 model. It was built on a lengthened Explorer chassis, but with a small pickup bed behind the four normal SUV doors. To make up for the short box, a bed extender was available. The bed was made entirely of a plastic composite material, and a hard plastic tonneau cover was a common factory option. The pickup had a more rugged-appearing front end, which the 2-door Explorer Sport also received. For the 2003 model year, the "Explorer" badging was removed from the doors. The rugged look carried to the interior, where the only floor option was a full rubber covering. Carpet was not available. Instead of the usual sliding rear window found on most pickups, the Sport Trac had a power "Breezeway" window. The 4.0 L Cologne V6 producing 210 hp (157 kW) was the only engine option. This generation Sport Trac remained in production through June 2005, when the final 2005 model year vehicle rolled off the line.

Second generation (2006-present)



A new Sport Trac was released in early 2006 for the 2007 model year. It was based on the new, larger fourth generation Explorer. Unlike its predecessor, it features the 4.6 L 24-valve Modular V8 engine as an option. The second generation Sport Trac features an all-new reinforced frame and four-wheel independent suspension, compared to the first generation. To improve safety over previous models, AdvanceTrac with Roll Stability Control has been added as standard features. The Sport Trac is currently available in only two trim levels (as opposed to the Explorer's four). There is no base model and no moderate luxury model, like with the Explorer. There is a mid-class model, the XLT, and a high-luxury model called the Limited. Both Limi and XLT are available on Explorer. Additional options include the SYNC system in a new 2008 package.

A special SVT version called the Sport Trac Adrenalin was planned for the 2007 model year, but was canceled. However, the Adrenalin sub-model returned for 2008 as a sportier version of the Sport Trac featuring a black-out grille and trim.

A Trip Down Ford's Memory Lane of Cars

Do You Remember these Ford Nameplates that are know longer made?

The Ford Aspire was the second-generation of the Ford Festiva subcompact car sold by Ford Motor Company in the US and Canada from 1994 to 1997. The Aspire was available as a three- or five-door hatchback. The vehicles were manufactured by Kia Motors in South Korea with engine and components made by Mazda of Japan, and they were also marketed as the Kia Avella in Asia and the Ford Festiva in Japan and the Australasia region.



The Ford Aspire was the first car in its class (in North America) to have standard dual air bags and optional 4-wheel ABS. An SE model available from 1994-1995 included a blue-faced gauge package with a tachometer, a rear spoiler, alloy wheels, fog lights, and "SE" badging.

1997, the Aspire received a new oval grille, rounded headlamps, and other minor changes. This was the last year for North American sales.

The Aspire was replaced in Kia's lineup by the Kia Rio, which was sold under its own name (until replaced by a Hyundai-based car of the same name) because the Ford-Kia-Mazda relationship had ended.

It is mentioned in Craig Cheetham's book "The World's Worst Cars". A tendency to rust, rear brake lamp assemblies prone to water leaks, and chassis problems were among its weak points. The Aspire will finally be replaced in Ford's North American lineup by the Ford Fiesta in 2010, as the spot it left vacant had not been filled since its cancellation.

Mercury Mystique

The Ford Contour is a passenger car manufactured and marketed by Ford Motor Company in North America. It was the American rendition of Ford's CDW27 world car program that resulted also in Contour's twin, the first-generation Ford Mondeo made and sold elsewhere around the globe. The Contour also had a Mercury version called Mercury Mystique. Both were available in 4-door sedan body style only. The Contour and Mystique replaced previous Ford's North American mid-range models, the Ford Tempo and Mercury Topaz, and were classified by the United States Environmental Protection Agency‎ as compact cars.

Ford SVT Contour

The Contour and Mystique debuted in late 1994[citation needed] as 1995 models, and continued until 2000, when they went out of production without a direct replacement in Ford's lineup in USA and Canada, while in Mexico Ford replaced the Contour with a locally manufactured variant of the European Ford Mondeo.

Ford Cougar (Europe) Mercury Cougar (US)

The Ford Cougar was a mid-sized coupé car sold in the European market between 1998 and 2002. The car was named after a famous American muscle car from the Ford stable, the Mercury Cougar. It was originally intended to be the third generation Probe, but after a rationalisation of the three coupés available in the United States, the Probe name was dropped in favour of the Cougar.

The Ford Country Sedan was identical to the Ford Country Squire pictured here, without the pseudo-wood panelling.

The Ford Country Sedan was a full-size station wagon built by the Ford Motor Company from 1952 until 1974.

It was based on the Ford full-size car line available in each year. The Country Sedan was the mid-trim station wagon in the Ford range. Unlike the Country Squire, the Country Sedan featured plain body sides. As a full-size wagon, it could carry up to 9 passengers, if so equipped.

The Country Sedan was based on the Customline from 1952 to 1954. Beginning in 1955, Ford spun their station wagons into their own series and the Country Sedan continued to represent the mid-trim level station wagon. During the 1960s and 1970s, the Country Sedan was approximate to the Galaxie and Galaxie 500 in trim elements.

Ford Eifel 1938

Ford Eifel was a car manufactured by Ford Germany and Ford Hungary between 1935 and 1939.

About 60 000 of them were produced. The engine was a four cylinder, four stroke 1172 cc giving 34 hp (25 kW) at 4250 rpm. It was made with many different body types, such as a two door limousine, a two door cabriolimousine, two and four seat cabriolet, two seater roadster and a light truck.It replaced the Ford Koln and it was itself replaced by the Ford Taunus.

The model was named after the Eifel mountain range in western Germany.

Ford Elite (1975 model shown)

The Ford Elite was an automobile produced by the Ford Motor Company for the North American market from 1974 to 1976. The Elite was based on the Ford Torino, and was a two-door coupe intended to be, in the words of Ford's advertising, a "mid-size car in the Thunderbird tradition"—a more affordable personal luxury car than the Thunderbird, intended to compete with such cars as the Chevrolet Monte Carlo and the Chrysler Cordoba. It was essentially the concurrent Mercury Cougar XR-7 with a mild front end restyle.

In the 1974 model year, the Elite was considered a sub-model of the Torino; although advertised separately, the side script said "Gran Torino Elite" and the car would be titled and registered as a Gran Torino. In 1975 (with "Elite" side script) and 1976 (no side script), the Elite was fully its own model. In all three years, the car sold well.

The Elite name was dropped after 1976 because the Ford range was being restructured and downsized. The Thunderbird was dramatically reduced in size and price for 1977, moving to the old Torino platform, while the Torino itself was replaced by the LTD II. In effect, the Elite continued under the more-recognized Thunderbird name, with the larger car being discontinued.

Ford EXP

First shown at the Chicago Auto Show and introduced in April 1981 as an early 1982 model, the Ford EXP and Mercury LN7 were the first two-seaters that Ford offered in 25 years.

Comparing the EXP to the original Thunderbird, Ford Division General Manager Louis E. Latalf said: "We’re introducing another two-seater with the same flair, but the EXP will be a very affordable, very fuel efficient car matched to the lifestyles of the eighties."

Ford's marketing strategy at the time was based on their perception of American lifestyle in the early 1980s. Ford felt that the growing number of one and two person households, combined with the lifestyle of the younger target audience who desired a small sporty car, led them to the conclusion that Americans wanted a "lively little car that is dependable, efficient, and good-looking".

Ford's feeling was that if a customer wanted room for four or five passengers, they would buy an Escort or a Fairmont. The whole marketing philosophy behind the EXP was rather like that of a European grand tourer; a personal vehicle for two, with a shotgun seat for emergency transport of a third. The designation of EXP reflected this philosophy.

Ford Fairlane

The Ford Fairlane was an automobile model sold between 1955 and 1971 by the Ford Motor Company in North America. The name was taken from Henry Ford's estate, Fair Lane, near Dearborn, Michigan.


1957 Ford Fairlane

1958 Ford Fairlane

Over time, the name referred to a number of different cars in different classes; the Fairlane was a full-size car during the 1950s but became a mid-size car in the 1960s. The mid-sized model spawned the Australian-built Fairlane in 1967, although it was considered a large car there.

Ford Fairmont Wagon

The Ford Fairmont was a North American compact car, produced between 1978 and 1983.

The 1978 Ford Fairmont was the first vehicle built on the Ford Fox platform, which would be the basis for a variety of other models, including the 1980 to 1988 Thunderbird, the 1981 to 1982 American Ford Granada, the 1979 to 2004 Mustang, and in 1982, the downsized Lincoln Continental. The Fairmont replaced the Ford Maverick, and at introduction was twinned with the equivalent Mercury Zephyr.

2-door and 4-door sedan, and 5-door wagon bodies appeared at introduction, joined slightly later by a specialty coupe with a different roofline known as the Futura, a name which had first appeared in the Ford Falcon line some 17 years before. The Fairmont Futura featured an unusual two-piece vinyl roof with an upswept central roof band, similar to that on the contemporary Thunderbird. The Fairmont was a stunning success for Ford, and the 1978 model set the record for production of a new model, eclipsing the record held by the 1965 Mustang. While it retained a conventional rear-wheel drive platform, the Fairmont was efficiently packaged and offered excellent passenger and cargo room for its size. Contemporary reviews uniformly praised the Fairmont and it was favorably compared with contemporary Volvo and BMW models. Rack-and-pinion steering gave the Fairmont much better handling and roadability than the Maverick models it replaced, and despite its roomy, midsized body, lightweight components were used which gave the Fairmont better fuel economy than the Maverick.

First Generation 1960-1963 Ford Falcon

The Ford Falcon was an automobile produced by Ford Motor Company from 1960 through 1970. It was manufactured in the USA, Canada, Australia, Argentina, Mexico and Chile. It was a huge sales success for Ford initially, handily outselling rival compacts from Chrysler and General Motors introduced at the same time. During its lifespan, the Falcon was offered in a wide range of body styles: two-door and four-door sedans, two and four door station wagons, two door hardtops, convertibles, and a sedan delivery and the Ranchero pickup. For several years, the Falcon name was also used on passenger versions of the Ford Econoline van.

The 1960 Frontenac, which was essentially a rebadged Falcon for the Canadian market.

By American standards of the 1960s the Falcon was a small car, but elsewhere it would be considered a mid-size car. It was powered by a small, lightweight 90 hp (67 kW), 144 CID (2.4 L) straight-6 with a single-barrel carburetor. Construction was unibody, and suspension was fairly standard; coil springs in front, leaf springs in the rear. Drum brakes were used for both the front and rear wheels. A three-speed column shift was standard with the two-speed Ford-O-Matic automatic available at cost. There was room for six passengers in reasonable comfort in the simple interior. Body styles available from the launch year were two and four-door Sedans, two or four-door Station Wagons, and the Ranchero car-based pickup, transferred onto the Falcon platform for 1960 from the Fairlane. A Mercury derivative, the Mercury Comet, originally intended for the defunct Edsel marque, was launched in the US midway through the 1960 model year.

The market shift which spurred the development of the Falcon and its competitors also precipitated the demise of several well-established marques in the late-1950s and early-1960s. Besides the infamous tale of the Edsel, the Nash, Hudson, DeSoto and Packard nameplates all disappeared from the marketplace.

In 1960, Ford's Canadian subsidiary introduced the Falcon-based Frontenac. It was designed to give Mercury-Meteor dealers a smaller model to sell since the Comet was originally intended as an Edsel, which was sold by Ford-Monarch dealers. Produced for the 1960 model year only, the Frontenac was essentially a re-badged 1960 Falcon with its own unique grille, tail lights and external trim including red maple leaf insignias. Despite strong sales (5% of Ford's total Canadian output) the Frontenac was discontinued and replaced by the Mercury Comet for 1961.

Robert McNamara, a Ford executive who became Ford's president briefly before being offered the job of U.S. Defense Secretary, is regarded by many as "the father of the Falcon". McNamara left Ford shortly after the Falcon's introduction, but his faith in the concept was vindicated with record sales; over half a million in the first year and hitting over a million sold by the end of the second year.

1981 Ford Fiesta Mk1 Festival

In the early 1970s, European demand from consumers for superminis was rising. Even Ford's smallest model, the Escort, was a conventional front-engined, rear wheel drive car; yet competitors were launching smaller, front wheel drive cars, like the Fiat 127 and the Renault 5. The effects of the 1973 energy crisis was also increasing demand for smaller cars. BMC (which had since merged into British Leyland) had entered the mini-car market with its Mini in 1959, while the Rootes Group had launched the ultimately less successful Hillman Imp in 1963, but times had moved on and people looking for small cars now wanted practical hatchbacks instead of conventional saloons. Vauxhall had entered the modern supermini market with its Chevette three-door hatchback early in 1975.

Ford needed a small car to compete in this emerging market. After research and many mock-ups, a prototype and project known as "Bobcat" was created, which would be the basis of Ford's new car. The original plans for the "Bobcat" specified a desire that the new car cost US$100 less to produce than the Ford Escort.

The short listed names for the new car designed by the project Bobcat team (headed by Mr Trevor Erskine) were Amigo, Bambi, Bebe, Bravo, Bolero, Cherie, Tempo, Chico, Fiesta, Forito, Metro, Pony and Sierra. Despite more board votes for "Bravo", Henry Ford II personally overruled and named the car "Fiesta", while "Sierra" was introduced on the Cortina replacement in 1982, and ironically the "Metro" nameplate was introduced by rival manufacturer British Leyland for the similar-sized Austin Metro in 1980.

The name Fiesta belonged to General Motors at the time; however, it was freely given for Ford to use on their new B-class car. After years of speculation by the motor press about Ford's new car, it was unveiled in late 1975.

2007 Ford 500 SEL

The Ford Five Hundred (code name D258) is a full-size sedan that was produced by the Ford Motor Company during the 2005 to 2007 model years in North America. The Five Hundred, along with the Ford Freestyle and the Mercury Montego, ended production at Ford's Chicago Assembly Plant during June of 2007. In North America, the name evoked the classic Fairlane 500 and Galaxie 500 models of the 1950s through 1970s. The Five Hundred was assembled at Ford's Chicago Assembly plant, which previously produced the Taurus. The Five Hundred was introduced as production-ready at the 2004 North American International Auto Show in Detroit, and entered production that summer. However, the Ford Five Hundred nameplate is still used in the Middle East for the 2008 model year, despite having the name "Taurus" used on it in the U.S.

Ford Galaxie

The Ford Galaxie was a full-size car built in the United States by the Ford Motor Company for model years 1959 through 1974. The name was used for the top models in Ford’s full-size range from 1959 until 1966. The Galaxie continued below the LTD as Ford’s mid-level full-size model from 1967 until its demise at the end of the 1974 model year.

The Galaxie was the high volume counterpart to the Chevrolet Impala. Some Galaxies were high-performance, racing specification machines, a larger forebear to the muscle car era. Others were plain family sedans.

A version of the car was also produced in Brazil under the names Galaxie 500, LTD and Landau from 1967 to 1983

The similarly named Ford Galaxy is an large car/minivan available in the European market. The vehicles name is taken from the original Ford Galaxie.

Ford Granada

The Ford Granada was an intermediate sized car built and marketed by Ford Motor Company in North America from 1975 to 1982, along with a twin model, the Mercury Monarch. The Granada was touted by Ford as a rival to the similarly sized Mercedes-Benz 280 of the time. The Granada and Monarch were available as a 2-door coupe or a 4-door sedan.

The Granada and Monarch were originally intended to replace the Ford Maverick and the Mercury Comet, but ended up being sold alongside them for three seasons, when the new models were repositioned as more upscale models intended to lure buyers moving from fully-equipped full-size models. They were assembled in Wayne, Michigan and Mahwah, New Jersey. They also overlapped with the Maverick/Comet's ultimate successors, the Ford Fairmont and the Mercury Zephyr, which were released in 1978. The first-generation Granada and Monarch were based on the platform of the Maverick/Comet four-door. It shared much of its design with earlier Ford compacts and intermediates, dating back to the 1960 Ford Falcon. Powertrain options included the base 200 CID six-cylinder, a 250 CID six, a 302 CID V8, and a 351 CID "Windsor" V8. Available transmissions included a standard three-speed manual, a four-speed manual with overdrive, and a three-speed automatic(standard on 351-powered cars). The 1980 model year added a 49-state optional 255 CID V8, which was the only V8 offered in California-spec cars that year.

Ford GT

The Ford GT is a mid-engined sports car built by Ford Motor Company from 2003 to 2006. It began as a concept car designed in anticipation of Ford's centennial year and as part of its drive to showcase and revive its "heritage" names such as Mustang and Thunderbird. Camilo Pardo, the head of Ford's "Living Legends" studio, is credited as the chief designer of the GT and worked under the guidance of J Mays. The designers drew inspiration from Ford's classic GT40 race cars of the 1960s and the GT is sometimes mistaken for its 1960s counterpart.

Positive response on the auto show circuit in 2002 helped persuade the company to produce the car in limited quantities, and the first production versions appeared in 2005. It is a very high-performance, two-seater vehicle with a strong styling resemblance to its racing ancestor and performance to match. The powerplant is a mid-mounted supercharged 5.4 litre V8, producing 550 horsepower (410 kW) and 500 ft/lbs (680 N·m) of torque. Top speed is 205 mph (330 km/h)(electronically limited).

Ford GT40

The Ford GT40 was a high performance sports car and winner of the 24 hours of Le Mans four times in a row, from 1966 to 1969 (in 1967 with a different body, though). It was built to win long-distance sports car races against Ferrari (who won at Le Mans six times in a row from 1960 to 1965).

The car was named the GT (for Grand Tourisme) with the 40 representing its overall height of 40 inches (1.02 m, measured at the windshield) as required by the rules. Large displacement Ford V8 engines (4.7 L and 7 L) were used, compared with the Ferrari V12 which displaced 3.0 L or 4.0 L.

Early cars were simply named "Ford GT". The name "GT40" was the name of Ford's project to prepare the cars for the international endurance racing circuit, and the quest to win the 24 Hours of Le Mans. The first 12 "prototype" vehicles carried serial numbers GT-101 through GT-112. The "production" began and the subsequent cars, the MkI, MkIIs, MkIIIs, and MkVs, numbered GT40-P-1000 through GT40-P-1145, were officially "GT40s". The name of Ford's project, and the serial numbers dispel the story that "GT40" was "only a nickname."

GTX1 Prototype #001 on display.

In November 2005 the Ford GTX1, a roadster version of the Ford GT, was unveiled in Las Vegas. The $48,000 aftermarket conversion was performed by the Genaddi Design Group. It included optional performance upgrades to the suspension, brakes, aerodynamics, and an improved supercharger that increases power to 700 hp (520 kW).

The contemporary Ford GT is a modern homage to the GT40.

A 1933 Ford Köln Y.

Ford Köln was an automobile from the Cologne, Germany plant of the Ford Motor Company that was in production from 1932 to 1935. It was the German version of the Ford Model Y. The name came from the German name for the city of Cologne. It had a four cylinder, four stroke engine at 933 cc giving 21 hp (16 kW) at 3400 rpm. The top speed was 85 km/h (53 mph). It had a three speed gearbox (plus reverse) with synchromesh on the second and third gear. It was a small car weighing only 485 kg (1069 lb).

Due to heavy competition, mainly by Opel, DKW and Adler, the Ford Köln was not a success. In 1935 it was replaced by the Ford Eifel which was a larger car.



The Ford LTD was a car model name that has been used by the Ford Motor Company in North America.

The LTD designation is considered by some an abbreviation of "Luxury Trim Decor" and by others as a limited body style classification for the Galaxie. There is evidence that, at least in Australia, it originally stood for "Lincoln Type Design." The original "Car Life" review at the time the first LTD was released suggests that it stood for nothing and was just three meaningless letters (that article also noted it could not stand for "Limited" as Chrysler at the time already was using and had the copyright on that car name/designation).

A range of cars wore the LTD badge from 1965 to 1991 in the United States. The LTD name debuted as the highest trim level package on the Ford Galaxie 500, but became its own model in 1967. The Galaxie name continued for the lower levels until 1974.

In 1977, the name was used on two different cars. The full-size LTD continued, but a rebodied version of the Ford Torino was sold as the LTD II. Both offered coupe, sedan, and wagon body styles. This arrangement continued until the standard LTD was moved to the Panther platform in 1979.

In 1983, the LTD was again split into two separate lines, with the LTD Crown Victoria remaining full-size and the LTD name placed on a mid-size car based on the Fox platform. The smaller LTD continued in sedan and station wagon forms through 1986, overlapping slightly with the first model year of the Ford Taurus in 1986, the car that became its successor.



The Ford LTD II was a mid-size car built by the Ford Motor Company between 1977 and 1979 for the North American market. It was based on the Ford Torino, which it replaced, and used the same platform as the concurrent Ford Thunderbird, which was downsized and dramatically reduced in price for 1977 to occupy the market position of the 1974-76 Ford Elite, which was a Ford Torino derivative designed to compete with the popular Chevrolet Monte Carlo.

When Ford redesigned its mid-sized models for 1977, the Torino name was replaced by "LTD II" in an attempt to convince consumers that this was really a downsized full-size car, much like the new Chevrolet Impala and Caprice. While 1977 sales were reasonably strong, they dropped dramatically for 1978 and 1979 in the face of newly downsized intermediate models from General Motors, as well as Chrysler's new Dodge Diplomat and Chrysler LeBaron, and Ford's own Fairmont, which took over the mid-size wagon slot for 1978. A two-door coupe and four-door sedan were available in all three model years, and a four-door station wagon was offered for 1977 only. It was also the platform for the final Ford Rancheros.

The LTD II was not directly replaced in the Ford lineup. Ford downsized its full-size Ford LTD for 1979, with dimensions very similar to the mid-size LTD II. In 1980, the Granada effectively took its place as the mid-size offering, until 1983 when Ford re-named its full-size cars Crown Victoria and a new mid-size LTD was introduced on the Fox platform.



The Ford LTD Crown Victoria was a full-size rear-wheel drive sedan produced by the Ford Motor Company from 1983 to 1991. It was renamed the Ford Crown Victoria after 1992, but while receiving a completely different body and drivetrain, it used the same platform.



The Mercury Marauder was the name of different automobiles made by the Mercury division of Ford Motor Company.



The Ford Maverick was compact car manufactured from April 1969-1977 in the USA, Canada, Mexico and from 1973 to 1979 in Brazil — employing a rear wheel drive platform dating to the original 1960 Falcon. Originally marketed as a 2-door sedan at an initial price of USD$1,995, the Maverick was designed to be inexpensive to manufacture and maintain.

1956 Ford Parklane Stationwagon

The Ford Parklane was a car produced by the Ford Motor Company in the United States for one year only, 1956. Launched to compete with the Chevrolet Nomad, it was a two-door station wagon, based on the Ford Ranch Wagon, but unlike that low-end workhorse model, it was tricked out with all the fittings of Ford's top-end Fairlane models of that year, including the distinctive stainless steel side 'tick' and a well-appointed interior.

As a Nomad competitor, it was a successful one, since 15,186 were built in comparison to 7,886 of the competition. The problem was that neither figure was particularly impressive; the Nomad (based on a Chevrolet concept car of 1954) wasn't doing all that well even before competition came over the horizon.

Two-door wagons in general have proven rather hard to sell; those who need the carrying capacity of a station wagon normally carry passengers and want easy access to those rear seats. A low end model like the Ranch Wagon appeals to a market segment who primarily want the vehicle for its hauling capacity but occasionally need to carry people, but a higher-specification car isn't what those buyers need.

A prototype for a 1957 Parklane was built, but instead Ford produced the slightly downmarket Del Rio as their 1957 two-door station wagon, making the Parklane a single-year only model, and quite a rarity.

The Nomad, being based on a concept car, was always better known, but its main reason for fame - its use by surfers needing a vehicle to haul their boards around - came only after both cars were long discontinued. Surfers, although the perfect market for such a vehicle, never tended to buy new.



The Ford Pinto was a subcompact manufactured by the Ford Motor Company for the North American market, first introduced on September 11, 1970, and built through the 1980 model year. The rebadged Lincoln-Mercury version, the Mercury Bobcat debuted in Canada in 1974, and subsequently in the U.S. in 1975.

The AMC Gremlin arrived on the market on April 1, 1970, six months before the Pinto. As with the Pinto, which derived heavily from the Ford Maverick, the Gremlin derived from the AMC Hornet.

A team of stylists at Ford was assigned to design the Pinto's exterior and interior. However, Robert Eidschun's design of the exterior was eventually chosen, in its entirety. This was unusual, as most cars consist of several elements, each designed by a different stylist. The clay models of the Pinto were finalized in December of 1968, which is when Eidschun left Ford to join Chrysler, where he went on to design elements of the successful Dodge Charger and Plymouth Duster.

While the previously introduced Ford Maverick offered either straight-6 or V8 engine and twin bench seats, the Pinto offered a straight-4 engine and bucket seats — more in keeping with small imports such as the Volkswagen Beetle and Toyota Corolla. Pintos were manufactured in St. Thomas, Ontario; Edison, New Jersey; and in Richmond, California.



The Ford Probe was a coupe produced by Ford, introduced in 1989 to replace the Ford EXP as the company's sport compact car. The Probe was fully based on the Mazda G-platform using unique sheetmetal and interior. The instrument cluster and pop-up headlight mechanisms are borrowed from the FC RX-7. While it was sold worldwide as a sporty coupe, the Probe was intended to fill the market niche formerly occupied by the Capri in Europe, and although it was intended as the replacement to the Ford EXP, it was also considered a possible replacement for the Ford Mustang in the North American market as a direct competitor with the Acura Integra and the Toyota Celica. During that time, Ford's marketing team had deemed that a front-wheel drive platform (borrowed Mazda GD and GE platforms) would have lower costs for production, and also because the platform had been gaining popularity with the consumers. Mustang fans objected to the front-wheel drive configuration, Japanese engineering, and lack of a V8, so Ford began work on a new design for the Mustang instead.



The Ford Ranchero was a coupe utility produced between 1957 and 1979 based on full-size, compact and intermediate automobiles by the Ford Motor Company for the North American market.

Variations based on the original 1960 US Falcon for home markets in Argentina and South Africa were produced through the late 1980s.

Though Ford car/truck combinations had been around since 1934 when Ford Australia's lone designer Lew Bandt penned the world's first coupe utility, thereby spawning the popularity of the so-called "ute" in that country, the Ranchero was the first postwar American vehicle of its type from the factory and did well enough to spawn a competitor from General Motors in 1959, the Chevrolet El Camino.

Unlike a pickup truck, the car-based Ranchero and El Camino were designed with an integral cab and cargo bed throughout production.

A total of 508,355 units were produced during the model's production run.



The Ford Scorpio was an executive car produced by the Ford Motor Company at its factory in Cologne, Germany between 1985 and 1998. Known within Ford by its codename DE-1, it replaced the Ford Granada. Although the car was still badged Granada in the United Kingdom, the Scorpio badge only was used on the top-of-the range versions (hence the Granada Scorpio) until 1994, when it was replaced by a revised car which was known universally as the Scorpio. It was awarded the accolade of European Car of the Year for 1986.



Ford Victoria Skyliner for the 1954 Ford and Ford Crown Victoria Skyliner for the 1955–1956 Ford Crown Victoria, both with acrylic glass roofs.

The Ford Skyliner was an innovative full-size automobile with a retractable hardtop produced by the Ford Motor Company in the late 1950s. Based on the North American Ford Fairlane, the Skyliner had a complex mechanism which folded the front of the roof and retracted it under the rear decklid. This mechanism was prone to failure, and the large top took up vast amounts of trunk space, limiting the car's sales. Nonetheless, the retractable hardtop reappeared in the 1990s with the Mitsubishi 3000GT Spyder and Mercedes-Benz SLK.

The Skyliner, which was produced for model years 1957, 1958, and 1959, had a squared-off roofline style that was admired by the public and found its way onto most Ford two-door hardtops until 1965, including the Thunderbird, Galaxie, and Fairlane.

The Skyliner name was previously applied to another Fairlane derivative, the Crown Victoria Skyliner. This vehicle had a clear acrylic glass roof panel over the front row of seats.

Today, the Skyliner has become a very valuable collectible car, with high-point restored specimens costing upwards of $50,000 (2006).



The Ford Tempo is a two-door coupe and four-door sedan produced by the Ford Motor Company from 1984 to 1994. It was the successor to the Ford Fairmont, and was replaced in 1994 by the Ford Contour. The Tempo was part of a rejuvenation by Ford to offer more environmentally friendly, fuel efficient, and more modern styled models to compete with the imports, and its innovation and aerodynamic design later paved the way for the groundbreaking Ford Taurus.

1st Generation T-Bird

13th Generation T-Bird

The Thunderbird is an automobile manufactured by the Ford Motor Company in the United States from 1955 through 2005 — through thirteen generations and various body types.

The name "Thunderbird" was inspired by the name of an exclusive housing development and recalls the mythological creature common to Indigenous peoples of North America.





The Ford Torino was an intermediate car produced by the Ford Motor Company for the North American market between 1968 and 1976. It was initially an upscale version of the intermediate sized Ford Fairlane, which Ford produced between 1962 and 1970. After 1968 the Fairlane name was retained for the base models with lower levels of trim from those models which wore the Torino name. During this time, the Torino was considered a subseries to the Fairlane. By 1970 the Torino name had become the primary name for Ford's intermediate, and the Fairlane was now a subseries of the Torino. In 1971 the Fairlane name was dropped altogether and all Ford intermediates were called Torinos. Torino is Italian for the city of Turin, which is considered the Detroit of Italy. This name was one of several originally proposed for the Mustang while in development.

Most Torinos were conventional cars, and generally the most popular models were the 4-door sedans and 4-door hardtops. However, Ford produced some high performance versions of the Torino by fitting them with large powerful engines, such as the 428 CID and 429 CID "Cobra-Jet" engines. These cars are classified as muscle cars. Ford also chose the Torino as the base for its NASCAR entrants, and it has a highly successful racing heritage.



For 2001, the sedan was limited to fleet sales only and the Escort moniker on the Escort ZX2 was quietly dropped, making the car officially just ZX2.

The writing was on the wall that year with the North American debut of the Ford Focus. Though not without its fans, both then and now, and still fairly well-represented in the automotive aftermarket, the ZX2 was replaced by the Focus ZX3, ZX4and ZX5. Though the two cars shared the same Zetec engine, there were a few differences. The Focus lacked the exhaust-side VCT, and contained less aggressive camshafts that pushed the power band down a few hundred RPM. They both shared the same block, but due to the different camshafts and the different cylinder head, the torque output for the Focus was bumped up by 8 ft-lb (10.8 N·m). Thanks to better gearing and less weight the ZX2 continued to outperform the Focus. The ZX2 continued with little more than 15 in (381 mm) alloy wheels and a rear defroster now offered as standard equipment, and for 2003, a revised front fascia. Production ceased at the end of the 2003 model year.

A Trip Down Ford's Memory Lane of Cars (Page 2)

Do You Remember These Models:

The Ford Anglia was a British car from Ford in the UK. It was related to the Ford Prefect and the later Ford Popular. The Ford Anglia name was applied to four models of car between 1939 and 1967.

1,594,486 Anglias were produced, before it was replaced by the new Ford Escort.

1965 Anglia L200 Coupe

1960 Ford Anglia 100E

Vyvyan from the BBC sitcom "The Young Ones" owned a yellow version of the car with a flame job.

A blue 105E car prominently featured in J. K. Rowling's Harry Potter and the Chamber of Secrets, as Harry Potter's friend Ron Weasley's father's car, one he charmed to give it the capability of flight. Ron later crashes the Anglia into the Whomping Willow attempting, along with Harry, to reach Hogwarts on time after missing the Hogwarts Express.

The 1960 film Never Let Go revolves around the theft of a Ford Anglia, and subsequent attempts to recover it.

The Portuguese triple-play service, meo, uses a white Ford Anglia with modded interiors for their commercials. That car is known by the people as the "meo commanders's car" (o carro dos meos comadantes)

1958 Ford Anglia 101E

Ford Squire

The Ford Squire is a car from Ford for the United Kingdom market built between 1955 and 1959.



It was a two door, four seat estate design, the brother to the Ford Prefect 100E four door saloon, sharing the same 1172 cc Ford Sidevalve 36 bhp engine and other parts and the same interior trim. It was substantially shorter than both the Prefect and the closely related Ford Anglia 100E two door saloon. It used the short front doors of the four-door model because the bodyshell was optimized for use as a panel van (which was marketed as the Thames 300E). The rear door was in two pieces split horizontally. The rear seat could be folded flat to convert from a four seater to a load carrier. Until 1957 there were wood trim pieces screwed to the sides of the vehicle.

The Squire competed in the same market segment as the Hillman Husky and the Austin A30 / A35 based estate: these were significantly more popular in the UK than longer estates at the time. Total production was 17,812 cars.

The Ford Escort was a mechanically identical estate car but based on the Ford Anglia which had a lower trim level. This proved more popular and a total of 33,131 Escorts were produced between 1955 and 1961. Production of the Escort continued until 1961, two years longer than the Squire.

The British Motor magazine tested a Squire in 1955 recording a top speed of 69.9 mph (112.5 km/h) and acceleration from 0-50 mph (80 km/h) in 20.2 seconds and a fuel consumption of 35.7 miles per imperial gallon (7.91 L/100 km/29.7 mpg-US). The test car which had the optional heater cost £668 including taxes.

Ford Escort (Europe)

The Ford Escort is a small family car manufactured by the Ford Motor Company from 1967 to 2003. Although it was originally a European model, the Escort badge has also been applied to several different designs in North America over the years (see Ford Escort (North America)).

1994 1.6 Petrol Mark Vb Escort Hatchback.

The first use of the Ford Escort name was in the 1950s for an estate car version of the Ford Anglia 100E though this had few sales by comparison to the other members of the 100E family.

Ford Escort Mark I (1968–1975)

The original Ford Escort was introduced in the United Kingdom at the end of 1967. It replaced the successful long running Anglia. The car was presented in continental Europe as a product of Ford's European operation. Escort production commenced at Halewood in England during the closing months of 1967, and for left hand drive markets at the Ford plant in Genk. At the beginning of 1970 continental European production transferred to a new plant on the edge of Saarlouis, West Germany.



The Escort had conventional rear wheel drive and a four-speed manual gearbox, or 3 speed automatic transmission. The suspension consisted of a simple live axle mounted on leaf springs, but with rack-and-pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle Detroit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille — arguably the car's most famous stylistic feature. Similar styling featured in the larger Cortina Mark III (also built in West Germany as the Taunus) that was launched in 1970.

Ford Escort I

Initially, the Escort was sold as a 2-door saloon (with circular front headlights) and rubber flooring on the "De Luxe" model. The "Super" model featured rectangular headlamps, carpets, a cigar lighter and a water temperature gauge. A 3-door estate was introduced in March 1968 and a panel van in April 1968. The 4-door saloon appeared in 1969.

Underneath the bonnet was the Kent Crossflow engine. Diesel engines on small family cars were very rare, so the Escort featured initially only petrol engines — in 1.1 L, and 1.3 L versions. A 950 cc engine was also available in some export markets, but few were ever sold.

There was a 1300GT performance version, with a tuned 1.3 L Kent (ohv) engine sporting a Weber carburetor and uprated suspension. This version also featured additional instrumentation with a rev counter, battery charge indicator and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport that used the flared front wings from the AVO range of cars but featured trim from the more basic models. Later on a further "executive" version of the Escort was produced known as the 1300E. This featured the same 13" road wheels and flared wings of the Sport but was trimmed in an upmarket, for that time, fashion with wood trim on the dashboard and door cappings.

Ford Escort Mark II (1975–1980)

The squarer-styled Mark II version appeared in January 1975. The first production models had rolled off the production lines on 2 December 1974.

Unlike the first Escort (which was solely a British effort), the second generation was developed along with Ford of Germany. Codenamed "Brenda" during its development, it used the same mechanicals as the Mark I. The 950 cc engine was still offered in Italy but in larger markets elsewhere in Europe it was unavailable. The estate and van versions used the same panelwork as the Mark I, but with the Mark II front end and interior. The car used a revised underbody, which had in fact been introduced as a running change during the last six months of the life of the Mark I.

1980 Ford Escort Ghia

This car made a point, just with its four body styles, of competing in many different niches of the market, which rival manufacturers either had multiple models ranges, or simply none at all. "L" and "GL" models (2-door, 4-door, estate) were in the mainstream private sector, the "Sport", "Mexico", and "RS2000" in the performance market, the "Ghia" (2-door, 4-door) for an untapped small car luxury market, and "base / Popular" models for the bottom end. Panel-van versions catered to the commercial sector.

During the second half of the 1970s, the Escort continued to prove hugely popular with buyers in Britain and other parts of Europe.

Ford Escort II Estate

A cosmetic update was given in 1978, with most models gaining the square headlights (previously exclusive to the GL and Ghia variants), some models gaining the Escort Sport wheels, and an upgrade in interior specification — the "L" in particular gaining a glovebox and centre console. Underneath a wider front track was given.

Production, after an incredibly popular model run, ended in Britain in August 1980, other countries following soon after.

Ford Escort Mark III (1980–1986)

Codenamed "Erika", the third generation Escort was launched in September 1980. The code name alluded to the leader of the product planning team, Erick A. Reickert. The North American Escort introduced at this time was a derivative. The two vehicles were intended to share component designs, but separate engineering organizations and government regulations made this impractical.

Ford Escort III

The Escort Mark III was intended to be a hi-tech, high-efficiency design which would compete with the Volkswagen Golf, and indeed the car was launched with the advertising tagline "Simple is Efficient". The Mark III was a radical departure from the two previous models, the biggest changes being the adoption of front wheel drive, and the new hatchback body, which introduced trademark styling cues which would be later seen in the forthcoming Sierra and Scorpio, most notably the "Aeroback" rear end — the "sawn off" bootlid stump which was proved to reduce the car's drag coefficient. Also new were the overhead camshaft CVH engines in 1.3 L and 1.6 L formats, with the Valencia engine from the Fiesta powering the 1.1 L derivative. The suspension was fully independent all around, departing from the archaic leaf spring arrangement found on its predecessors. The Escort Mark III was voted European Car of the Year in 1981. From launch, the car was available in Base (Popular), L, GL, Ghia and XR3 trim.

Escort III with 5 Doors

However, the car attracted criticism from the motoring press at launch due to how its suspension was set up, with positive camber on the front wheels and negative camber at the rear, giving rise to the Mark III's infamous "knock-kneed" stance. Although this gave the car acceptable handling on perfectly smooth roads, once the car was tested on bumpy British roads the effects of this decision was obvious and the Mark III soon had a reputation for a harsh, unforgiving ride, with questionable handling. The shock absorber specification was to blame also, and it was not until 1983 that the suspension gremlins were finally ironed out. A three-speed automatic transmission was available on the 1.6 L engine within a couple of years of the car's launch. From mid-1982, a 5-speed manual gearbox was introduced across the range. This was now standard on the 1.6 L versions and could be specified as an option on most 1.3 L engines.

Escort Mark III RS1600i (sporting version)

In order to compete with Volkswagen's Golf GTI, a hot hatch version of the Mark III was created from the outset — the XR3. Initially this featured a tuned version of the 1.6 L CVH engine fitted with a twin-choke Weber carburettor, uprated suspension and numerous cosmetic alterations. Despite the initial lack of a 5-speed transmission and the absence of fuel injection, the XR3 instantly caught the public's imagination and became a cult car which was beloved by boy racers in the 1980s. Fuel injection finally arrived in 1983 (creating the XR3i), along with the racetrack-influenced RS1600i. The final performance update arrived in the form of the turbocharged RS Turbo model in 1985.

Another engine introduced around the same time was the 1.6 L diesel engine. Developed in Dagenham, it was remarkably economical for its time, and still is to this day, managing over 70 mpg. It was available on the L and GL models. However, the performance was not so impressive, with only 54 bhp and a top speed of barely 90 mph.

The Escort estate was initially only available with three doors, but a five-door version was eventually introduced in 1983. In that year, a saloon version of the Escort, the Orion, was launched. It used the same mechanicals as the hatchback, but had a more upmarket image and was not available with the rather underpowered 1.1 L engine. The Orion name would continue in use through until 1993, when it was dropped and the Orion simply called "Escort".

Escort Mark III Cabriolet 1983–1986

A convertible version, courtesy of coachbuilder Karmann appeared the same year, significant as it was the first drop-top car produced by Ford Europe since the Corsair of the 1960s. The Escort Cabriolet was initially available in both XR3i and Ghia specification, but the Ghia variant was dropped after a couple of years.

A pickup version of the Escort, the Bantam, was produced in South Africa, while Brazil had a two-door saloon known as the Verona, completely different than Orion.

Sales in the United Kingdom were high, and by 1982 it had overtaken the ageing Cortina as the nation's best selling car.

Ford Escort Mark IV (1986–1990)

1987 Mark IV Escort Finesse

The Escort Mark III received a facelift in early 1986. Codenamed within Ford as "Erika–86", it was instantly recognisable as an updated version of the previous model, with a smooth style nose and the "straked" rear lamp clusters smoothed over. New features included an optional mechanical anti‐lock braking system (standard on RS Turbo models) and the option of a heated windshield — features which were at the time unheard-of on a car of this size and price. The trim designations were carried over from the pre-facelift car.

Ford Escort Mark V (1990–1992)

The fifth generation Escort platform (and Mark III Orion saloon) arrived in September 1990 with an all-new bodyshell and a simplified torsion beam rear suspension (instead of the Mark III's fully independent layout). Initially the 1.3 L, 1.4 L and 1.6 L CVH petrol and 1.8 L diesel units were carried over from the old model, and were starting to show their age in terms of refinement especially compared to Rover's state of the art K-Series engine launched in 1989.

1992 Escort Mark V

Despite being the most eagerly awaited model for year, the Escort and Orion ranges were subjected to a surprising amount of criticism from the media and motoring public alike. Its uninspiring internal and external styling and its disappointing handling were the main reasons for this bad press. Some owners were also disappointed by the levels of quality. Despite this, the Escort remained hugely popular with buyers, coming second in the British car sales charts in 1990 and 1991 before topping the charts in 1992. The Orion was less popular, failing to feature in the Top 10 best selling cars in Britain after 1990.

Ford Escort Mark Vb (1992–1995)

1994 Escort Hatchback

Stung by the criticism of the original Mark V, Ford facelifted the Escort and Orion in September 1992, giving the revised cars a new grille, bonnet and, in the Escort hatch's case, a new rear end. A new 1.6 L 16-valve 90 bhp (66 kW) Zetec engine was introduced, replacing the previous CVH. Fuel injection was now standard on all petrol models, and Ford introduced a four wheel drive variant of the RS2000, offering much improved handling over its front wheel drive cousins. A first for the Escort also saw the introduction of all disc brakes on all four wheels as standard on all RS2000 and Xr3i models.

Ford Escort Mark VI (1995–2000)

The Escort was thoroughly revised in January 1995, although it was still based on the previous model. This version had new front lights, bonnet, front wings, front and rear bumpers, wing mirrors, door handles and 4 different front radiator grilles (slats, honeycombe, circles and chrome). The interior of the car was hugely revised too, featuring an all new dashboard arrangement of competitive quality. However, the underlying car was now four years old and most of its rivals were either new or to be imminently replaced.

Escort Mark VI RS2000

Dynamically, the handling and ride were also much improved with revised suspension set up from that on the previous Mark V / Vb models. The sporty "Si" model had slightly stiffer suspension than the LX and Ghia variants, although the Si was otherwise the same as the LX with some additional standard, mainly cosmetic, enhancements such as front and rear spoilers (which were also available as options on the LX).

Escort Mark VI van: Escort-based light vans had been offered since 1968, although the market sector, always larger in the UK than in continental Europe, dated back beyond the 1950s when successive Ford Anglias had been available with a van variant. After the demise of the Escort, Ford would be represented in this niche by the Turkish assembled Ford Transit Connect.

The RS2000 models ceased production in June 1996, and were the last Escorts ever to wear the famous RS badge. The RS badge did not resurface until the Focus RS arrived in 2002. A new Ghia X model was introduced around 1996, which included air conditioning and a 6 CD autochanger as standard. Although the equipment of the Ghia below it was reduced, it was now more affordable.

1986 Ford Capri Mk III 1.6 Laser in Blackpool, England

Ford Capri was a name used by the Ford Motor Company for three separate automobile models:

The Ford Consul Capri coupe, produced by Ford of Great Britain between 1961 and 1964

The Ford Capri coupe, produced by Ford Europe from 1969 to 1986

The Ford Capri convertible, produced by the Ford Motor Company of Australia from 1989to 1994.

The Capri name was also used by Ford's Lincoln-Mercury Division on a number of models which did not bear the Ford name:

The Mercury Comet Capri, 1966

The Capri, 1970 to 1977

Ford Consul Capri (335) (1961–64)

Ford Consul Capri

Ford Cortina

The first use of the name Capri by Ford of Great Britain was for a 2 door coupé version of the Ford Classic saloon. The Ford Consul Capri was introduced in 1961 but only officially went on sale in Britain in January 1962: it was discontinued in July 1964. Along with the Ford Classic it offered many then unusual features, such as four headlights, variable speed wipers, disc brakes, dimming dashboard lights, and a cigar lighter. It was proclaimed as "The First Personal car from Ford of Great Britain" (Ford of Great Britain, sales literature, December 1961) It was designed by Roy Brown who also designed the Edsel. Its pre-production name was "Sunbird", it really was designed to be a cross between the Ford Thunderbird and the Sunliner. It had sweeping lines, a large boot space and a pillarless coupé roof. Initially fitted with a 1340 cc 3 main bearing engine (model 109E), these earlier cars were considered underpowered and suffered from premature crankshaft failure. Engine capacity was increased in August 1962 to 1498 cc (model 116E), this engine was a vast improvement. The first 200 Capris were hand-made left-hand-drive cars for continental Europe. In Germany at the 1961 Frankfurt Auto Show, Ford sold 88 Capris. From 1961 to 1964 just on 18,000 Capris were sold, of which 2002 were GT models. Just 500 were sold in 1964 ,the last year of productions, and all of these were GT models. The oldest of these handmade Capris from 1961 are in Germany. The Consul Capri 335 is one of the rarest cars from Ford.



The Ford Cortina is a mid-sized family car built by Ford of Britain in various guises from 1962 to 1982.

Cortina Mark I

The Cortina was Ford's mass-market mid-sized car and sold in enormous numbers, making it common on British roads. It was replaced in 1982 by the Ford Sierra. In other markets, particularly Asia and Australasia, it was replaced by the Mazda 626-based Ford Telstar, though Ford New Zealand did import British-made CKD kits of the Ford Sierra estate for local assembly from 1984.

The Cortina was produced in five generations (Mark I through to Mark V, although officially the last one was called the Cortina 80) from 1962 until 1982. From 1970 onward, it was almost identical to the German-market Ford Taunus (being built on the same platform) which was originally a different car model. This was part of a Ford attempt to unify its European operations. By 1976, when the revised Taunus was launched, the Cortina was identical. In fact, this new Taunus / Cortina used the doors and some panels from the 1970 Taunus.

All variants of the Cortina sold over one million, with each successive model proving more popular than its predecessor. Such was its fame in the UK that the BBC Two documentary series Arena once devoted an edition to the car and its enthusiasts.

The model's name was inspired by the name of the Italian ski resort Cortina d'Ampezzo, site of the 1956 Winter Olympics. As a publicity stunt, several Cortinas were driven down the bobsled run at the resort.

Ford Taunus

Ford Taunus was a range of family cars sold by Ford in Germany and other countries. Models from 1970 onward were similar to the Ford Cortina in the United Kingdom.

1949 Ford Taunus

Ford Taunus 12M 1952-1955

Ford Taunus 12M 1959-1962

1961 Ford Taunus 17M P3

1969 Ford 20M XL P7.2

1974 Ford Taunus Coupé

Ford Taunus 1979-1982

The model line was named after the Taunus mountain range in Germany and was first made in 1939 and continued through several versions until 1982.

The Ford Sierra

The Ford Sierra is a large family car built by Ford Europe from 1982 until 1993. It was designed by Uwe Bahnsen, Robert Lutz and Patrick le Quément. The code used during development was "Project Toni".



Released on 21 September 1982, it replaced the Ford Cortina and Ford Taunus. Its aerodynamic styling was ahead of its time but many conservative buyers did not take fondly to the styling.

Possibly for this reason (and the fact that the smaller Escort was enjoying an increase in sales during the early 1980s), and the early lack of a saloon variant, it never quite achieved the sales volumes of the Cortina or the Taunus, although sales were still strong; a total of 2,700,500 Sierras were made,[citation needed] mainly manufactured in Germany, Belgium, and the United Kingdom, although Sierras were also assembled in Argentina, Venezuela, South Africa, and New Zealand.

New Ford F-150 and Dodge Ram Lose Stars in Rollover Ratings

Posted by Mike Levine | December 20, 2008

In almost every way the 2009 Ford F-150 and Dodge Ram 1500 pickups are improved over their predecessors but in one important safety measurement they've taken a step backwards. New three-star rollover ratings from the National Highway and Traffic Safety Administration, for four-wheel drive versions of the F-150 and Ram, are one-star less than the 2008 models.

According to our colleagues at Cars.com, NHTSA's rollover ratings are based on the combined results of two tests. The first test mathematically calculates a vehicle's rollover propensity based on its center of gravity (called the static stability factor) while the second test uses a 'fishhook' dynamic driving test in which the test vehicle swerves suddenly, then overcorrects to simulate a high-speed collision avoidance maneuver. The combined results, called simply NHTSA Rollover Ratings, give a percentage chance of rollover — a star rating based on this chance and whether or not the model tipped up on two wheels during the fishhook test.

As published at NHTSA's website, the 2009 four-wheel drive Ford F-150 was given a 22 percent chance of a rollover versus 19 percent in the 2008 F-150. The odds of a two-wheel drive rollover also grew, from 17 to 19 percent.

The 2009 four-wheel drive Dodge Ram earned a 21 percent chance of a rollover compared to 19 percent in the 2008 Ram 1500. Two-wheel drive rollover odds also grew, from 17 to 19 percent.

A five-star rating means the likelihood of a rollover in a similar crash is less than ten percent; four stars means the likelihood is between 10 and 20 percent; and three stars means rollover risk is between 20 and 30 percent.



NHTSA says rollovers account for 33 percent all passenger vehicle fatalities.

Asked about NHTSA's rollover score for the 2009 F-150, Ford safety communications spokesperson Wes Sherwood told PickupTrucks.com, "The Ford F-150 was engineered for top safety ratings, including the 'Top Safety Pick' it earned from the Insurance institute for Highway Safety - making it the only domestic truck to earn that rating. This rollover rating is competitive with other pickups. However, the rollover rating system doesn't take into account advanced safety technologies such as the new F-150's exclusive Roll Stability Control system that uniquely helps detect and prevent skidding and rollovers. The new F-150 has more standard safety systems than any other pickup."

A 2004 NHTSA study says electronic stability control systems reduced fatal, single-vehicle passenger car crashes by 30 percent and 63 percent in SUVs.

In NHTSA frontal crash testing, the 2009 Dodge Ram earned a five-star rating. Frontal crash test results for the 2009 Ford F-150 haven't been released yet.

2009 Motor Trend Truck of the Year: Ford F-150

Roll of the Dice: Ford Bets the Farm on its Best Truck Yet

By Frank Markus
Photography by Brian Vance

This is it. Crunch time. The 2009 Ford F-150 and Dodge Ram are rolling onto the market like a pair of gigantic craps dice, and the companies tossing them are each betting big on this game. Unfortunately, the rules changed while these dice were in mid-air. Fuel prices skyrocketed, the economy tanked, consumer confidence evaporated, and folks who once chose half-ton pickups more for their Marlboro-Man-image-enhancing qualities than for their towing or hauling capabilities are shopping elsewhere.



Ford claims it sells more of its half-ton pickups to work and commercial customers than its competitors do, and Ford predicts this segment will grow to 45 percent of F-150 sales. Toward that end, the truck's fully boxed chassis is further fortified to provide best-in-class rigidity, payload capacity (up to 3030 pounds), and tow ratings (up to 11,300 pounds). As such, the new F-150 is well positioned to capture contractors migrating down-market out of Super-Dutys to save money and gas (did we mention that a new six-speed automatic, a lighter, more aerodynamic cab, and other tweaks boost fuel economy by 12 percent with the 5.4-liter?).

A Sports Car
It's not, but savvy suspension tuning and sweet steering feel made the F-150 a favorite on our twisty moutain run. Midlevel Lariat's plenty plush for us.

Ford claims payload and towing numbers like that simply can't be had with a coil-sprung rear axle, so it stuck with leafs but made them longer to smooth the ride and wider with new mounting hardware to improve lateral rigidity and roll control. The ride doesn't quite match Dodge's, but the chassis engineers managed to tune the steering for pleasing heft and remarkable accuracy that had many judges lauding the F-150s for feeling smaller and nimbler than their Dodge counterparts. Lateral grip of 0.70 g for both Fords bested all but the feathery base Dodge and Suzuki, and our rear-drive SXT scored the best stop at 133 feet from 60 mph (the three-ton Lariat needed 144 feet).



Status-conscious contractors will have eight F-150 models from which to choose (including the forthcoming SVT Raptor), which Detroit editor Todd Lassa reckons is "about four too many," adding, "If this Lariat is the third truck from the top, how much of a boudoir must the King Ranch and Platinum interiors be?" Judges praised the low noise levels and interior materials quality, though some found the design cartoonishly macho. Still, handy features like the Tailgate Step, Box Side Step, a stowable bed-extender, and rear seats that fold up with one hand to reveal a broad, flat load floor help tally a strong superiority score.



On the negative side of the ledger is Ford's aging all-V-8-engine lineup, which is composed of two- and three-valve 4.6-liters and a three-valve 5.4. SVT will bring a bigger 6.2 in the Raptor, and an EcoBoost V-6 is likely to join the lineup for folks who don't tow, but the diesel is on hold.



The base V-8 handily outruns and outhauls the V-6 Dodge, but sounds and feels strained doing so. Gearing that's a third shorter than the Dodge's kept our 5.4-liter 4x4 within 0.6 second of the big Dodge, but costs it at the pump, where both trucks averaged just 13.2 mpg over 500 miles of mixed driving. The new six-speed automatic features excellent tow/haul-mode programming (ordering downshifts with a tap of the brakes on downhill grades, holding lower gears, etc.), but in normal mode, it's lethargic to kick down, and there's no way to manually select the higher gears.

Stepping Up
Slide-out step and pop-up handle add weight to the tailgate, but a lift-assist spring makes it manageable. It seems well worth the $350, as do the side steps ($325 for two).

Both Fords tackled our off-road sand-loop with aplomb. The 4x4 transfer case engaged high-and low-range settings quickly and easily, with the message center confirming the shift was in process. We're disappointed, however, that there's no on-pavement AWD option as offered by Dodge and General Motors.

2009 Ford F-150 4x2 Supercab STX; 4x4 Supercrew Lariat

POWERTRAIN/CHASSIS
Drivetrain layout Front engine, RWD; Front engine, 4WD
Engine Type 90 V-8, iron block/alum heads
Valvetrain SOHC, 2 valves/cyl; SOHC 3 valves/cyl
Displacement 281.1 cu in/4606 cc; 329.5 cu in/5400 cc
Compression ratio 9.4:1; 9.8:1
Power (SAE net) 248 hp @ 4750 rpm; 310 hp @ 5000 rpm
Torque (SAE net) 294 lb-ft @ 4000 rpm; 365 lb-ft @ 3500 rpm
Weight to power 21.1 lb/hp; 19.1 lb/hp
Transmission 4-speed auto; 6-speed auto
Axle/final/low ratio 3.73:1/2.61:1/-; 3.73:1/2.57:1/2.64:1
Suspension, front; rear Control arms, coil springs, anti-roll bar; live axle, leaf springs
Steering ratio 20.0:1
Turns lock-to-lock 3.2; 3.7
Brakes, f;r 13.0-in vented disc; 13.7-in vented disc, ABS
Wheels 7.5 x 18 in, cast aluminum
Tires 265/60R18 109T Michelin LXT A/S M+S; 275/65R18 114T Goodyear Wrangler SR-A M+S

DIMENSIONS
Wheelbase 144.5 in
Track, f/r 67.0/67.0 in
Length x width x height 231.7 x 78.9 x 71.5 in; 231.7 x 78.9 x 76.2 in
Turning circle 47.0 ft
Curb weight 5242 lb; 5919 lb
Weight dist., f/r 56/44%
Seating capacity 6; 5
Headroom, f/r 41.0/39.7 in; 41.0/40.3 in
Legroom 41.4/33.4 in; 41.4/43.5 in
Shoulder room, f/r 66.6/66.8 in; 65.9/65.6 in
Pickup box L x W x H 78.8 x 65.2 x 22.4 in; 67.0 x 65.2 x 22.4 in
Width bet. Wheelhouses 50.0 in

TEST DATA
Acceleration to mph
0-30 2.9/6.1*; 2.3/5.5*
0-40 4.4/8.9*; 3.9/9.3*
0-50 6.6/14.2*; 5.5/13.1*
0-60 9.3/21.1*; 7.6/19.1*
0-70 12.1/30.4*; 10.2/26.7*
0-80 15.7/-; 13.1/-
0-90 21.6/-; 16.9/-
Passing, 45-65 mph 5.2/13.9*; 4.2/11.7*
Quarter mile 16.8 sec @ 82.0 mph/22.2 sec @ 61.5 mph*; 15.8 sec @ 87.8 mph/21.8 sec @ 63.7 mph*
Braking, 60-0 mph 133 ft; 144 ft
Lateral acceleration 0.70 g (avg); 0.70 g (avg)
Top-gear revs at 60 mph 1800 rpm; 1700 rpm
* Pulling 75% of max rated towing capacity (4400 pound; 8200 pound)

CONSUMER INFO
Base price $27,470; $38,965
Price as tested $30,655; $45,935
Stability/traction control Yes/yes
Airbags Dual front, front side, f/r curtain
Basic warranty 3 yrs/36,000 miles
Powertrain warranty 5 yrs/60,000 miles
Roadside assistance 5 yrs/60,000 miles
Fuel capacity 26.0; 36.0 gal
EPA city/hwy econ 14/19; 14/18 mpg
Co2 emisssions 1.22; 1.25 lb/mile
MT fuel economy 14.9; 13.2 mpg
Required fuel Unleaded reg


Coming into the final discussion, the Dodge and Ford were running close in the superiority category. In this price-sensitive market, neither truck held a tie-breaking advantage in the value category. The scales also looked level weighing the significance of Ford's high sales and model-range breadth against the game-changing nature of the Dodge suspension.

In the end, we accept the prediction that work trucks will come to dominate this segment and give the nod to the more capable, broader-reaching Ford in the closest vote in Truck of the Year history -- and we sincerely hope neither company craps out when these dice come to rest.

Side by Side: 2009 Ford Mustang vs. 2010 Ford Mustang

So How Different Is Ford's New Ponycar Compared with the Outgoing Model? We Chart the Changes

By Edward Loh

Our full First Drive story on the 2010 Ford Mustang hits this weekend, complete with driving impressions and a couple of sweet videos (burnouts, anyone?), but we decided to address some of the grumblings we've been hearing from out in Mustangland. After we gave you the First Look at the 2010 Mustang, we received comments that it looked like not much has changed.

Actually a lot has, but decide for yourself when you take a look at the similarities and differences between the 2009 and 2010 Mustang.

THE SAME:

Dimensions: Overall dimensions are nearly identical. Any changes are due only to the new sheetmetal and plastics -- and are within millimeters. Dimensions that might substantially alter handling, such as track width and wheelbase, have not changed.



Powertrain: As mentioned in our earlier story, though the body is new, the engine and transmissions for the V-6 and V-8 are not. Mustang V-6 still has 4.0L V-6 that produces 210 hp and 240 lb-ft of torque. Mustang GT offers the same 4.6L, overhead cam V-8 as in the past, but this one now makes 315 hp and 325 lb-ft of torque. Both are increases of 15 and 5 hp, respectively -- primarily due to a change in the air intake and engine redline. Transmissions offerings are the same: five-speed manual and five-speed automatic.

Suspension: The live rear axle stays. Some, like the drag racers, will cheer. Others will turn up their noses and hope for independence in the future. The bottom line is that Ford thinks most buyers won't care. Plus, it's cheaper.

DIFFERENT:

Emblem: Though very subtle, the iconic pony emblem has been revised for the 2010 Mustang. It's now a bit crisper looking, with a few differences to the shape and angle of the neck and head. Coloration is different too. V-6 Mustangs get a traditional chrome pony, while Mustang GTs get a dark-chrome version.


Sheetmetal: This is perhaps the biggest change. Every panel, except for the roof, has been changed.



Front: The grille is less vertical, raking forward to create a more aggressive nose. The hood now has what Ford calls a "power dome," which we take to mean the character lines and stepped-up center section that hints at cowl induction.

Side: The front fenders look to be trimmed up (as though liposuctioned a bit), but the real news is at the rear: 2010 Mustangs have hips! They flare up just at the door seam to break what was a continuous beltline. Ford stylists say it gives the car a lower stance, as though the car is ready to pounce, but a few on our staff disagree. They say the new blackout rocker panels visually elevate the car as much as those hips lower it. Above these rockers is a signature cue retained from the 2009Mustang, the "hockey stick" character line that starts behind the front wheel and terminates at the rear fender.

Rear: Here is where Mustang designers made a huge difference. The flared fenders, new taillights (see below), and tilted forward rear deck with chamfered edges really shrink the size of the Mustangs rump. The redesign also gives character to what used to be a long, featureless rear end. When viewed from a rear three-quarter or hard side angle, the improvement is hard to miss. Problem is, neither is that new and much larger circular emblem.

Lights: The eyes have it and up front, the headlights are a nod to the 1970 Mustang, though the twin stacked vent/turn signal has been positioned to the inside of the light, instead of on the outside corner. At the rear, Ford has wisely kept the traditional three-bar vertical arrangement, but added another retro twist: The LEDs inside fire sequentially when the turn signal is engaged.

Aero: While much of the new styling was done to keep the retro feel, Ford stylists also wanted to improve aerodynamics and reduce wind noise. So they also made a number of subtle tweaks that you'd have to look hard to see. For instance, the radio antenna, which used to be up front by the A-pillar, has now been moved to the rear fender. Side mirrors were heavily reworked, while the windshield wipers were made flatter and squirters moved from the top of the hood to under the rear edge.

Interior: Second only to the exterior changes is what Ford's design team did with the interior. While it's not quite an Extreme Makeover, Mustang Edition in here, the changes are sweeping and noticeable right from the start.

2009 Interior

2010 Interior

As with the exterior, there was no drastic change in the styling direction of the interior. It's still an exercise in contrast. Our GT had black dash and door surfaces, offset by tastefully executed aluminum panels and chromed plastic trim rings. The biggest change? Gone is the creaky, hard plastic dash. In its place is a much softer, one-piece unit molded from thermoplastic olefin (TPO). Ford claims going from multipiece to single and hard plastic to TPO cures the creaks and squeaks of the previous Mustang. We won't know until we spend more time with the car, but at the very least, the new panel is much nicer underhand. Other upgrades: the e-brake handle appears less bulky and is positioned back a touch. A/C vents are now circular at the sides and rectangular above the radio/HVAC controls (both of which feature much nicer buttons and knobs). Cruise control buttons are now joined by audio controls on the steering wheel, flanking a much classier metallic galloping horse emblem (which replaces the cheap plastic GT disk). Another pleasant touch, there is now a hood release button just ahead of the shift lever. The interior of the 2010 Mustang is a far nicer place to be in than the old one; the materials all have a high quality feel to them, which gives the impression that the cabin is better built and more refined.

2009 Interior


2010 Interior

Tech: As with much of the Ford lineup, Mustang receives Sync -- the voice-activated communication and entertainment system Ford developed with Microsoft. Bluetooth connectivity is now an option as well. Mustangs can now be had with dual zone climate control as well as a reverse camera. Like all new Fords, refueling is made a bit easier with the EasyFuel capless fuel-filler system. Last but not least, Mustang now has AdvanceTrac electronic stability control standard on all models. On GT Premium models, Ford says this system offers a unique calibration that allows for more spirited (read: sideways) driving. The system supposedly allows for burnouts too. We'll see.

First Drive: 2010 Ford Fusion Hybrid

Listen Up, Washington: Those "Failures" at Ford Have Just Set a New World Standard for Midsize Fuel Efficiency and User-Friendly Techno Wonder

By Arthur St. Antoine Click Here For MotorTrend



All the leaves are green, and the sky is blue. I've been for a drive, on a winter's day. I'd be scared and cold, if I wasn't in L.A. California drea-- ... drat! I just lost a leaf.

The so-called "Efficiency Leaves" display on the dash of the 2010 Ford Fusion Hybrid is a real charmer, one of those brilliant interactive creations that, like the touchscreen of the Apple iPhone, proves as user-friendly as it is delightful. Drive the Fusion Hybrid frugally, and watch as the display's leaves and vines grow (when the virtual branches become truly lush you're doing especially well). On the other hand, make jackrabbit starts, drive too fast, brake late and hard (producing little regen), and you'll start dropping leaves like a Vermont sugar maple in October. Sounds silly, perhaps, but from behind the wheel it's a remarkably effective motivator. After all, who wants to be the earth-thug who hears from the back seat, "Daddy! You've lost all the leaves!"



"We didn't simply want a display of numbers to indicate fuel efficiency," says Sonya Nematollahi, Ford driver information supervisor on the Fusion Hybrid project. "We wanted to create an emotional connection between the car and its occupants, an instant 'reward' for driving efficiently. At first, we tried an entire forest, but that was too much. Customers liked just a few vines of leaves much better."

Ford developed the Efficiency Leaves, plus the Fusion Hybrid's unique SmartGauge with EcoGuide high-res LCD displays, in concert with human-factors consultancies IDEO and Smart Design. The automaker also conducted extensive research using its Dearborn-based Virtual Test Track Experiment (VIRTTEX) simulator, which, much like a professional flight sim, combines an actual vehicle cockpit with highly realistic "views" and multi-axis motions. Ford invited potential customers and current hybrid owners inside VIRTTEX to sample and comment upon various dashboard setups -- thereby eliminating designs that might be distracting or confusing. "No other automaker in the world has anything like VIRTTEX," says Nematollahi with obvious pride.

What does the 2010 Fusion Hybrid mean for Europe?

Posted Dec 13th 2008 at 3:08PM by Jeremy Korzeniewski



Now that we've finally gotten the chance to sit behind the wheel of Ford's new Fusion Hybrid in LA traffic, achieving 43.1 mpg in the process, we can fully understand why Europeans may be interested in the new sedan as well. Many Americans have spent the last few years wishing that the Blue Oval would offer its best European products here (something that is just now starting to take place), but the tables may have turned a bit with the new hybrid sedan. In Europe, the Fusion doesn't actually exist, but Ford has the Mondeo holding down the midsize sedan fort there.

By all accounts, the Mondeo is a great car and is consistently a top seller. It's also equipped with a range of diesel engines, all of which handily outperform their petrol-powered siblings in fuel mileage testing. That may not be the case if the new hybrid system made its way across the pond though, as the 191-horsepower combination of a revised 2.5L four cylinder engine with an electric motor and NiMH battery pack results in excellent fuel mileage statistics.

Hybrids such as the new 2010 Ford Fusion may in fact become increasingly important to Europeans as regulators there clamp down harder on particulates and NoX emissions, much like they do in states like California. It's possible that the price difference between diesels and hybrids will come ever closer, both in America and abroad.

First Drive: 2010 Ford Fusion Sport/SEL

by Sam Abuelsamid on Dec 13th 2008 at 12:01AM www.autoblog.com

2010 Fusion SEL

Last month at the LA Auto Show, Ford finally took the wraps off its refreshed 2010 Fusion and this week we returned to LA to actually drive it. For a car meant to compete in the heart of the highest volume segment in the U.S. market, Ford chose a rather surprising way to show it off. This is after all a segment long dominated by cars that typically have more in common with a Kenmore refrigerator than a Corvette.



We kicked off the festivities with a mileage challenge through downtown Beverly Hills and Hollywood in the Fusion Hybrid, but then things got really interesting. The Toyota Camry and Honda Accord have seemingly been the top selling cars in America since they supplanted the Model T early in the last century. After a similar number of decades of soulless, unattractive and unreliable alternatives, U.S. automakers have been battling back in recent years with mixed success. Since the Fusion debuted in 2006, it has earned a reputation of being among the most fun to drive offerings in the segment, as well as having quality on par with the Japanese brands. For 2010, the crew in Dearborn have focused on enhancing what was already good and getting best in class in efficiency with more style. Read on to find out if they succeeded.



Our day of driving the Fusion started off with Ford shuttling us out to the parking lot at the Hollywood Park horse track for some stopping, starting, turning and reversing. Since the Camry is top seller in the mid-size segment, that's what Ford had on hand for our comparison testing. Three different events were set up on the tarmac at Hollywood Park meant to showcase the dynamic capabilities of the Fusion.

2010 Fusion Sport

Here at Autoblog central, which happens to be wherever we can pick up a wifi or EVDO connection, we are well aware that we don't necessarily represent the automotive mainstream. In fact, many would consider us the lunatic fringe of the automotive spectrum. We don't see cars as appliances but rather as tools to wield as we get from point A to point B via points X,Y,Z. We prefer to be engaged by our transportation. We like to hear the sound of tire tread wearing away as we aim for the apexes and feel the forces in our steering wheel as the wheels try to change direction of the car.



Of course, we can't all afford to drive a Cadillac CTS-V, Dodge Viper and Ford GT everyday. That's why many of us have always taken a liking to cars like the Fusion that are attainable yet still provide some of those exciting characteristics we want in a car that can also haul the groceries and a child seat.



We kicked off our evaluation of the Fusion and Camry on a short course with a slalom and an emergency lane change maneuver that highlighted the new standard electronic stability control on the Fusion. We took a few runs in the Camry first and unfortunately, like many, Toyota's the slip control left much to be desired. The system intervened early and aggressively slowing the car significantly. As the brakes were being modulated on the front wheels, vibration could be felt through the steering wheel, and understeer was so severe in the lane change maneuver that it felt like the outside front tire was rolling under.



The Fusion, on the other hand, was much better balanced and its stability control allowed the car to slide just enough that the driver could feel the limits of adhesion. The system then applied the brakes and managed the engine torque smoothly, keeping things on an even keel without feeling like a nanny. We were able to get the through the slalom about 4-5 mph faster in the Fusion than in the Toyota (both 4-cylinder, automatic models)



Similarly on the autocross course, the Camry proved to be an understeering slug that was extremely reluctant to change direction. Turning the steering wheel was like using an old video game wheel with no force feedback. The effort was overly light and the angle seemed to have little relationship to where the car was going. One other steering problem the Camry exhibited was a tendency to run out of steering assist during the slalom where the sequence of left-right steering inputs demanded more than the power steering pump could supply. The electric power steering on the Fusion exhibited no such issues.



Being a front-wheel-drive, mainstream sedan, the Fusion still understeers at the limit as would be expected, but overall it was much better balanced and trail-braking into corners helped bring the back end around on the tighter turns. The steering actually provided some feedback, although at ten-tenths a bit more would be appreciated. The only other complaint would be a desire for more braking power and grip, although Ford certainly had to provide a balance between adhesion, rolling resistance and noise.

The final parking lot event was literally a parking lot event. We had a short acceleration zone intended to demonstrate the more linear throttle response of the 2010 engines compared to the 2009 Fusion. This was followed by a full lock turn to demonstrate the reduced turning radius of the new front suspension geometry. Those trying to maneuver in tight parking lots will definitely appreciate this improvement. Finally, a reverse slalom and parking maneuver allowed us to try the new rear view camera and improved rear visibility. The lump on the rear package shelf that previously held the center brake lamp has been removed and the lamp is now integrated into the trunk lid.



After lunch at the Chart House restaurant on Pacific Coast Highway, it was time to attack the canyons. Drew Phillips and I got into a Fusion Sport with J D Shanahan, the Fusion's chief engineer. The beauty of roads like Topanga Canyon, Malibu Canyon and Mulholland Drive is that they have to follow the contours of the canyons, meaning they typically don't go straight for any length of time.



The Fusion Sport is the new top end model equipped with the same 263-horsepower 3.5L V6 engine and 6F50 6-speed automatic transmission used in the Lincoln MKZ and most of Ford's big sedans and crossovers. The 3.5L has plenty of power and the Fusion chassis proved eminently capable of handling the twisting switchbacks. Some of the pavement actually gets surprisingly bumpy (nothing like the craters we have in Michigan), putting the Fusion's mechanical grip to the test.



Shanahan explained that the rear suspension geometry was heavily modified. The pivot points for the control arms were moved so that the roll-center was moved closer to the center of gravity of the car. The result is that the body has less inherent tendency to roll. This allowed Shanahan's chassis team to use a softer stabilizer bar in the rear facilitating more independent motion of the rear wheels. The bottom line is that the car has both increased roll stiffness and better ride quality and road holding.



The Fusion exhibits admirable handling characteristics when pushed hard and never feels harsh. As on the autocross, it understeers at the limit but feels surprisingly neutral up to about 9/10s and any intervention from the stability control was subtle enough to go almost unnoticed. Again, a bit more deceleration grip would be appreciated, but even in miles of hard driving the brakes never exhibited any fade.



The brakes were easy to modulate, although some other drivers complained of a slightly soft pedal. This was likely due to some knock-back. During hard cornering the brake pads and caliper pistons can get pushed back due to some motion of the rotor that results from lateral forces. This can also happen on bumpy roads. When it occurs, the next time you apply the brakes, the pedal moves further than normal until the pad comes back in contact with the rotor surface. On subsequent applies, the piston seal should keep the pad in the right position, eliminating the problem unless continued hard cornering causes more knock-back.



For real driving enthusiasts, the Fusion of choice might actually be the four-cylinder, six-speed manual version. The 2.5L now puts out 171 hp, and with the manual transmission would be the lightest, least nose heavy Fusion. We didn't get to drive one in LA this time, so look forward to trying one out soon. All of the cars we tested had automatic transmissions, with the V6 cars adding a manual select shift gate. We're generally not a fan of these manual mode automatics since we like the rhythm of clutching and shifting.



Having said that, Ford at least has the orientation of the sequential shift gate in what we consider to be the correct position. Tap backwards for an up-shift and forwards for a down shift. Ford's manual shifting algorithm also includes some nice touches for enthusiasts. The powertrain control matches the revs of the engine and transmission during shifts just as a good driver would do. In manual mode, the transmission also won't force an up-shift, instead just letting the engine go to red-line and hold the selected gear. The shifts themselves came quickly in response to a tap, making it easy to select the right gear for the conditions in the canyons.



After a break we switched to a 3.0L V6 Fusion, which Drew and I agreed actually felt even better balanced than the sport as a result of the lower drivetrain weight. The 3.0L has nearly as much power as the larger engine (240 vs. 263 hp) and the updated version has very linear power delivery thanks to its new throttle control and variable valve timing. The 3.0L is also flex fuel capable and running on E85 will bump the power up from 240 to 250 hp.



For what started as a mid-cycle refresh, Ford management including product development VP Derrick Kuzak deserves credit for recognizing the importance of the mid-size segment and making far more extensive changes than were originally planned. The new Fusion was remarkably quiet and refined whether we were cruising on the freeway or blasting through a canyon. Shanahan told us that among other changes, a damper was added to the roof of the car to cut vibrations. New seals and acoustic components in several areas also help keep out noises and absorb those that do get in. The changes are applied across the board, including the hybrid model, and this is certainly one of the quietest sedans in this market segment.



Aside from the hybrid, with which we got over 43 mpg, we didn't have a chance to evaluate fuel consumption of the conventional gas-powered Fusions. Real world evaluation will have to wait until we get one in the Autoblog Garage sometime in the near future. The final EPA numbers are still being calculated, but Ford is claiming that the Fusion will beat the current class leading Camry by at least 2-3 mpg across all model variants. Based on the performance of the hybrid, we're willing to give Ford the benefit of the doubt on this one.

The new Fusion will go on sale early in 2009. Some 2010 production is due to start this month, but the holiday shutdown of the Hermosillo plant has been extended through the end of January to allow Ford to sell down the remaining 2008 and 2009 models.

First Drive: 2010 Ford Fusion Hybrid

Ford Fusion Hybrid officially rated at 41 mpg on the highway

by John Neff on Dec 13th 2008 at 12:00AM



In addition to our own reviews of the 2010 Ford Mustang GT and Fusion Sport/SEL, AutoblogGreen has also published its First Drive of the 2010 Ford Fusion Hybrid. The new gas-electric version of Ford's mid-size sedan feature more advanced tech than its competitors, specifically the Toyota Camry Hybrid, and should have best-in-class fuel economy when the official EPA numbers are finally revealed. ABG averaged 43.1 mpg during its First Drive of the 2010 Ford Fusion Hybrid, which tells you that Ford has managed to pack Prius-like mileage in a larger, more useful and fun-to-drive package.



Wanna go 41 mpg in a mid-size Ford sedan? You can, starting in the spring of 2009 (and if you stay in the city). Ford announced today that official EPA certification on the 2010 Ford Fusion Hybrid finished this week with a 41 mpg city/36 highway result. That's lower than the real-world 43.1 miles per gallon we managed to squeeze from the 2.5-liter 4-cylinder engine and battery pack in LA not too long ago, but still good enough to beat the official numbers of the Camry Hybrid. The Fusion can also go up to 47 mph on battery power alone, something that no other hybrid in American can do (some pure electric vehicles, of course, can do this easily). The number I'm most impressed by, though, is that Ford is saying that, "A new regenerative brake system allows for approximately 94 percent energy recovery in city driving." 94 percent? Really?



PRESS RELEASE:

41 mpg! All-new FORD Fusion hybrid IS NOW America's most fuel-efficient mid-size car

DEARBORN, Mich., Dec. 23, 2008 – The all-new Ford Fusion Hybrid is now officially America's most fuel efficient mid-size car with a certified 41 mpg rating in the city and 36 mpg on the highway, topping the Toyota Camry hybrid by 8 mpg in the city and 2 mpg on the highway.



"The new Ford Fusion Hybrid not only significantly exceeds the competition but also embodies Ford's 100 percent commitment to fuel efficiency leadership, quality, innovation and advanced technology," said Derrick Kuzak, group vice president, Global Product Development. "The Ford team set the bar high – to develop America's most fuel efficient mid-size sedan – and that's what they delivered."



The 2010 Ford Fusion's final fuel economy certification was completed this week at Ford's testing laboratories in Allen Park, Mich., and the vehicle will carry an EPA label of 41 mpg for city driving and 36 mpg on the highway when it goes on sale this spring. The Fusion Hybrid, which beats even the much smaller Honda Civic hybrid by 1 mpg in city driving, can travel more than 700 miles on a single tank of gas.



To deliver the class leading fuel economy performance, Ford's engineers spent the past three years developing in-house the vehicle's next-generation hybrid propulsion system. It allows the Fusion and Mercury Milan hybrid to travel up to 47 miles per hour in pure electric mode, faster than the Toyota Camry and all other hybrids currently on the road. In addition, the system's Advanced Intake Variable Cam Timing allows the Fusion and Milan hybrids to more seamlessly transition from gas to electric mode and vice-versa.



"The Fusion Hybrid's ability to run at a much higher speed in electric mode allows drivers to maximize fuel efficiently in many driving situations," said Praveen Cherian, Fusion Hybrid program leader. "For example, this would allow drivers to travel around their subdivision and parking areas in all-electric mode."



Fusion's advanced hybrid system features:

* Smaller, lighter nickel-metal hydride battery, which produces 20 percent more power than Ford's previous hybrid system. The battery's improved chemistry allows it to be run at a higher temperature and cooled using cabin air.

* New 2.5-liter 4-cylinder engine (155 horsepower / 136 lb.-ft. of torque), which is mated to an electronically controlled continuously variable transmission.

* Enhanced electronic throttle control, which reduces airflow on shutdowns, reducing fueling needs on restarts.

* Smart climate control system, which monitors cabin temperature and only runs the gas engine as needed to heat the cabin. It also includes an electric air conditioning compressor to further minimize engine use.

* Regenerative brake system, which captures the energy normally lost through friction in braking and stores it. Nearly 94 percent energy recovery is achieved by delivering full regenerative braking, which means only 6 percent of braking is through traditional friction brakes

SmartGauge Teaches Eco-Driving

The new Fusion Hybrid literally teaches drivers how to make the most out of their vehicle, thanks to Ford's SmartGauge with EcoGuide. SmartGauge is a unique instrument cluster that helps coach drivers on how to optimize the performance of their hybrid.



SmartGauge with EcoGuide features two, high-resolution, full-color liquid crystal display screens on either side of the vehicle's speedometer. The screens can be configured to show different levels of driver information, including fuel and battery power levels, and average and instant miles-per-gallon.



When set in tutorial mode, the instrument panel "grows" leaves and vines on-screen to reward fuel-efficient driving. The more leaves and vines that appear, the more efficient the driving behavior is and the more fuel is being saved. In some recent tests, automotive journalists have reported exceeding 50 mpg with the Fusion Hybrid.

The Ford Fusion Hybrid also is distinct on the outside with Ford's "road and leaf" badges on both sides and the rear, unique 17-inch, eight-spoke wheels, and a unique engine cover. On the inside, Fusion Hybrid features eco-friendly seat fabric made from post-industrial 100 percent recycled materials and a standard 110-volt power outlet.

Fusion Gasoline Model Also a Fuel Leader

In addition to the hybrid, Fusion will be offered with three fuel-efficient gasoline engines – the Duratec 2.5-liter I-4 and enhanced 3.0-liter flex-fuel V-6 and 3.5-liter V-6 Duratec engines. Fusions equipped with the 2.5-liter I-4 engine are expected to deliver at least 3 mpg better on the highway than the Honda Accord and 2 mpg better than the Toyota Camry. The new Fusion will be building off the strong quality reputation of the current model, which has gained important third-party accolades, and will offer class-exclusive features, including Ford SYNC™, SIRIUS® TravelLink™, BLIS™ (Blind Spot Information System) with Cross Traffic Alert and Sony-branded audio.

In addition to the Fusion, several other Ford vehicles are fuel-economy standouts on the road today. They include:

* The Ford Focus with 2.0-liter 4-cylinder engine and manual transmission delivers 35 mpg on the highway, 5 mpg better than the Toyota Corolla's 2.4-liter 4-cylinder engine and 2 mpg better than the Honda Fit's 1.5-liter 4-cylinder engine, both also with manual transmissions.

* The all-new 2009 Ford F-150 – which just recently was named Motor Trend magazine's Truck of the Year – achieves 3 mpg more than the Toyota Tundra pickup on the highway and 1 mpg better in the city with its 4.6-liter V-8 engine, compared to Toyota's 4.7-liter V-8. The F-150's larger 5.4-liter V-8 achieves 2 mpg better on the highway than the Tundra's larger engine.

* The 2009 Ford Escape with new 2.5-liter 4-cylinder engine achieves 28 mpg on the highway, the same as Toyota's RAV4 and 1 mpg better than the Honda CR-V, both with 4-cylinder engines, too.

* The Ford Expedition achieves 20 mpg on the highway, beating Toyota Sequoia's 4.7-liter V-8 engine by 3 mpg and its 5.7-liter V-8 by 1 mpg.

Famous Defunct Auto Brands

As the auto industry contemplates radical restructuring to save itself, one of the likely fallouts will be the demise of a familiar brand or two. But while disruptive, we have to remember this is nothing new.

Here are a few famous auto brands that have since gone to the great junk heap in the sky.



American Motors Corp.
Active: 1954–1987
Based: Southfield, Mich.
Notable models: Gremlin, Pacer, Javelin, Matador

Formed out of the ashes of the Nash-Kelvinator Corp. and the Hudson Motor Car Co., AMC was conceived as a rival to the Big Three Detroit carmakers: General Motors, Ford, and Chrysler. Unfortunately, despite some bold models in the 1970s such as the Gremlin and Pacer, the company’s poor product planning led to its being sold to Chrysler, primarily because then-Chrysler CEO Lee Iacocca coveted its Jeep division.



Eagle
Active: 1988-1998
Based: Auburn Hills, Mich.
Notable models: Eagle Talon, Eagle Vision

After Chrysler bought AMC in 1987 it spun off its successful Jeep division and then tried to cannibalize the rest into its new Eagle division using a hodge-podge of AMC, Renault, and Mitsubishi designs. The result was, unsurprisingly, confusing to both consumers and critics. The brand never really took off so Chrysler killed it in 1998.



Oldsmobile
Active: 1897–2004
Based: Lansing, Mich.
Notable models: Cutlass Supreme, Delta 88, Toronado, Vista Cruiser

When it went dark in 2004, Oldsmobile became the oldest marque to go out of business. Founded in 1897 by Ransom Olds, the company was acquired by General Motors in 1908 and became one of its most popular divisions. Unfortunately, as power gave way to fuel-efficiency, Olds became increasingly irrelevant and its models failed to catch on with the public.



Plymouth
Active: 1928–2001
Based: Auburn Hills, Mich.
Notable models: Gold Duster, Fury, Neon, Voyager

Plymouth was introduced in 1928 by parent Chrysler to compete with lower-priced models from GM and Ford. For years it was one of the best-selling marques in the U.S., but in the late 1960s became a victim of "badge-engineering." Despite the success of the Voyager, one of the first minivans, overall sales declined and Chrysler pulled the plug in 2001.



Studebaker
Active: 1852-1967
Based: South Bend, Ind.
Notable models: Big Six, President, Speedster, Avanti

Before getting into the “horseless carriage” business, Studebaker was the largest wagon manufacturer in the world. Like many other now-defunct marques it flourished in the years leading up to the Great Depression but unlike many of them it was able to survive into the post-World War II years. Profits remained elusive and the company ceased production in 1966.



DeSoto
Active: 1928-1961
Based: Auburn Hills, Mich.
Notable models: Powermaster, Firedome, Adventurer

The DeSoto was introduced in 1928 by Walter P. Chrysler as a mid-level car and was eventually priced just below Dodge. While it was a popular marque, it was eventually killed because it made Chrysler’s lineup too bloated.



Hudson Motor Car Co.
Active: 1909-1954
Based: Detroit, Mich.
Notable models: Hudson Eight Convertible Coupé, Hudson Country Club Six Series 93 Convertible Coupé

In 1925, Hudson was the third-largest carmaker in the U.S. after Ford Motor Co. and Chevrolet. It had factories in the U.S., Britain, and Belgium, and became known for both the handsomeness of its cars as well as the innovation of its engineers. In 1954it merged with Nash-Kelvinator to form American Motors Corp.



Nash Motors
Active: 1916-1938; 1938-1954
Based: Kenosha, Wis.
Notable models: Rambler, Special Six

When former GM President Charles W. Nash founded Nash Motors in 1916 his goal was to make midpriced cars for America’s burgeoning middle class. In 1938, it merged to form the Nash-Kelvinator Corp. and later, in 1954, joined forces with Hudson Motors to become the American Motors Corp. Nash was probably most famous for the Rambler, the first recognized American compact car.



Packard
Active: 1899-1958
Based: Detroit, Mich.
Notable models: Super Eight, 120, 180

One of the "Three Ps" of American luxury cars -- the other two being Peerless and Pierce-Arrow -- Packard's heyday was in the years leading up to World War II. Its long hoods, powerful engines, and handsome styling were synonymous with elegance and wealth. But it made a critical misstep when it tried to offer lower-priced models. Sales continued to suffer until it went out of business in 1958.



Geo
Active: 1988–1998
Based: Detroit, Mich.
Notable models: Prizm, Storm, Tracker, Metro

Geo was an affordable line of cars introduced by General Motors in 1988 to compete against lower-priced imports coming from Japan and Korea. The irony is that Geo's cars were all based on designs by either Toyota (Prizm) or Isuzu (Spectrum and Storm). The Geo line was killed off due to the surge in demand for larger, more profitable, gas-guzzling sport-utility vehicles and pickup trucks.

First Drive: 2010 Ford Mustang GT

by Sam Abuelsamid on Dec 13th 2008 at 12:02AM



It's a new day and we all know what that means! Yet another post about the Mustang. Most of us here at Autoblog are unabashed Mustang fans. So when the call comes from Dearborn to drive yet another new Mustang, we invariably set about rearranging schedules. Such was the case last week. No sooner had we returned to frost-bitten Detroit after the LA Auto Show than the call came to return to SoCal. It was time to take the 2010 Mustang off the LA Convention Center stand and out into what passes for the real world in these parts.



Before we hopped into the updated Mustangs, Ford wanted to give us a refresher on what was being left behind. We were supplied with 2009 models to drive from our hotel to the staging area in Malibu. Anyone who has ever spent time in a 2005-09 Mustang is immediately aware that the weak link is its interior. In a word, it looked and felt cheap. The order of the day for the new 2010 model is refinement. Find out after the jump if Ford has made a Mustang worthy of competing in the now crowded class of modern day muscle cars.



When the S197 Mustang debuted as a 2005 model, it was actually the first Mustang ever to get its own purpose built platform that wasn't shared with any other Ford product. The Mustang has always been a solid selling car for Ford, which is why it's been produced uninterrupted for nearly 45 years. Nonetheless, the Mustang engineering team was working with a budget when that 2005 model was being developed. As a result, they put the focus on the mechanical bits at the expense of some of the touchy-feely stuff.



The result was easily the best driving Mustang ever, if not necessarily the best working environment for the driver. The 2010 model is clearly not an all new car. It is, however, a very significant refresh. The hard plastics that comprised the old dashboard are now gone, replaced with soft touch materials and real aluminum trim. The basic design concept remains but has evolved into something more grown up and functional, as well as more attractive.



When we revealed the new Mustang a few weeks ago, some of you complained that the exterior had hardly changed and wondered what all the fuss was about. Clearly the new version still looks like a Mustang, but when you put them side by side the differences become much more stark. The 2005 model was a huge leap forward and at the same time backward when it debuted. We still think it looks great and embodies what a Mustang should be with its long hood, short deck proportion, forward leaning grille and deeply set headlights.



Park it next to the new Mustang, though and the current model looks almost boxy by comparison. The DNA is there, but the even more aggressive nose, curved rear shoulders, more contoured flanks and chamfered rear corners take it to a whole new level. Call us fanboys if you must, for we surely are, but we definitely love this updated look. I say that having plunked down my own hard earned cash on a 2005 model soon after that car launched, which I still own.



After chief engineer Tom Barnes again reviewed the new Mustang's highlights, it was time to drive. Drew Phillips and I were handed the keys to a Kona Blue GT with the "Track Pack" and a 5-speed manual transmission. My own Mustang is one of the comparatively rare Sonic Blue versions and I've never been fond of the Vista Blue that replaced it in 2006. The Kona Blue is much more like Sonic but even darker, and if I were spending my cash again would opt for this color.



Ford had a Grabber Blue example for us when we went into the design studio to photograph the 2010 Mustang before LA Auto Show, and that's the same car Drew chose to shoot for this story. The Grabber Blue was less than enthralling under studio lighting with many details of the new body work getting lost. Out in the California sunshine, though, it was a whole different story. The rest of the new color pallet including the Gold and Dark Metallic Red are also stunners.



Enough about the crayon box, what is the 2010 Mustang like to drive? The key word is refinement. Refinement can be a double edged sword, though. Refining something too much can sap the life out of it. Wonder Bread is made from highly refined wheat and also flavorless. Give us a loaf of hand-made sourdough, rustic or paesano any day.



Just like a good loaf of bread, a car's character can be found in some of its rough edges. The sound and the feel of it. The heart of a car like the Mustang is its engine. You want to hear it rumble and sense the slight vibration as it turns over. Barnes' team has refined those elements of the Mustang that don't enhance its character in order to amplify those that do. Changes like reshaping the mirrors, moving the radio antenna from the front fender to the rear quarter and moving the windshield washer nozzles behind the trailing edge of the hood all cut wind noise inside the cabin. The result is that the sonic signature of the Mustang's 4.6L V8 has now been enhanced.



The new car has 3.5-inch tail pipes from which emanate a wonderful rumble when the engine is opened up. Once we turned off Pacific Coast Highway to head up through Topanga Canyon, we were still stuck behind some slow moving traffic. We backed off to fall away from the traffic, dropped the windows and a couple of gear ratios and floored it. The song that echoed off the canyon walls would make the heart of any performance car fan melt. A deep, throaty exhaust note emerged with no hint of drone. It's the kind of thing that makes you thankful for $1.50 gas, because you can keep stabbing the throttle to hear it again without wallet remorse.



After what seemed like an eternity behind slow poke SUVs wasting curves we would kill for in Michigan, we finally got some relatively open space to run. However, it wasn't until we saw the sign along Mulholland with the squiggly line and "Next 2 Miles" message that we could truly appreciate what the Mustang engineering team has wrought from this seemingly unsophisticated chassis.



We hear the constant nattering about the Mustang not having an independent rear suspension. Frankly, it's quite simple. It doesn't need it. Most of the people who race Mustangs do it on drag strips where a live axle is the best weapon. Elsewhere, Mustang FR500s have been winning consistently in the Grand Am series for the last several years.



Along Mulholland Drive, the 2010 Mustang GT proved to be very neutral with nary a hint of understeer. The brakes dissipated speed with a firm, easily modulated pedal and squeezing the throttle blasted the car away from apexes. Body roll was held to a minimum and the 'Stang had excellent mechanical grip. There was some pretty rough pavement along our drive route, but the chassis kept the tires firmly planted on the ground following whatever contours were there. There was none of the dreaded side-stepping typically associated with rear-drive live-axle cars.



The car we drove was equipped with the optional Track Pack that adds retuned springs, dampers, bushings and upgraded brake linings. The Track Pack also includes 19-inch summer tires in place of the usual all-season rubber. In spite of the more performance oriented tuning, the ride remained comfortable on even the roughest pavement we encountered.



Despite this being a driving report, we have to mention that the new interior is also a huge step forward for the Mustang. The new shape of the console and door arm-rests is a welcome change and the chamfered spokes on the steering wheel make it more comfortable to hold. One thing we'd like to see further improved is the seats. The front seats are comfortable and offer decent thigh support, but they could use more lateral support. An optional sport seat would also be a welcome addition.



No V6 models were available for us to drive, but that's just fine. The 2010 Mustang GT is every bit as good as our previous favorite Mustang, the 2008 Bullitt, but with a much improved interior. Now the 2010 model is the best production Mustang ever, and barring any big price increase, will remain the best performance car bargain on the road. Now where did I put that Wilson Pickett CD?

Spy Shots: 2010 Lincoln MKT caught in the cold

by John Neff on Dec 23rd 2008 at 12:27PM

2010 Lincoln MKT

Just a year after the MKT Concept debuted at the 2008 Detroit Auto Show, Lincoln will be unveiling the production version of its new three-row CUV next month at the 2009 Detroit Auto Show. Fortunately, our spy photographers have snapped the most revealing views yet of this new Lincoln being driven out on the snowy streets of Dearborn. As you can see, the production MKT holds true to the design direction set by the concept with the largest version yet of Lincoln's signature split-wing grille and that conspicuous kink at the base of the C-pillar. In profile, the MKT seems to share a roofline with the Audi Q7 that creates a soft arch from front to back, and the rear gate is also tilted far forward to avoid the upright, boxy look of a traditional SUV or CUV.

Frony Grill View

Though the MKT is based on the same platform and shares many components with the Ford Flex, you could never tell by looking at it. There's no badge engineering going on here, and one could argue whereas the Flex design focuses on slab sides and accentuates the horizontal, the MKT is soft and organic with a focus on being sinewy rather than blocky.

Driver's Side View

Our spy photographers also snapped the dash, which continues a trend at Lincoln of upgrading the materials and incorporating the latest technology. That's real wood stretching across the instrument panel, and you'd be hard pressed to find a larger navigation screen in any other production vehicle (other than another Ford or Lincoln).

Right Rear View

Finally, we also noticed that this particular prototype is wearing all of its badging, including an EcoBoost badge that confirms at least one engine choice will be an EcoBoost V6 that features turbocharging and direct injection. Keep your eyes on Autoblog in early January for our coverage of the 2009 Detroit Auto Show where we'll finally see Lincoln's future in person.

Interior View

Name And Ecoboost Badging

Right Front Fender

Closeup Of Rear View

Left Side Rear View

Right Side Rear View

A Pair Of Lincoln Crossover's

Spy Shots: 2010 Ford Taurus - Now with undisguised interior!

by Chris Paukert on Dec 22nd 2008 at 1:01PM

2010 Ford Taurus

Late last week we clued you in to some spy shots of the 2010 Ford Taurus, and now that more mules are circulating frigid greater Detroit, we've got a whole set of even more revealing snaps. These KGP photos of a different prototype shed even more light on the Blue Oval's pivotal new sedan, including the first undisguised shot of the all-new interior.

Front View

Beyond the obvious jelly-bean camouflage, it should be noted that these up-close images reveal that Ford's anti-spyshot posse has done a commendable job of altering the shape of the light clusters with tape, particularly in the tail lamp area. We particularly like the nod to the new Nissan 370Z headlamp shape up front.

2010 Taurus Interior

The big news, however, is inside where we see the Taurus taking a decidedly upscale tack thanks to premium-look materials and a twin cowl dashboard design. Notable highlights on this prototype include dual-zone HVAC controls, oversized chrome-ringed air vents (which should help cut down on fan noise), a Sony branded stereo system and a substantial looking gearshift selector. Be sure to click on the gallery below for the high-res experience of Ford's next Taurus.

Right Front

Right Side View

Right Side Rear View

Rear Right Side

Rear View With Backup Camera

Closeup of Rear Tail Light

Interior Shot

Looks Like It Has Keyless Start (Maybe)

Ford Pickup Trucks - 1948 thru 1979

1948 was the year that Ford introduced the "F" prefix for use in designating the load capacity of its lighter duty trucks. The 1/2 ton was called an F-1, the 3/4 ton truck was referred to as an F-2 and the F-3 designation meant a one ton carrying capacity Pickup. The "F" series continued through F-8 for heavy duty trucks. 1948 was also the year that Ford introduced a smartly restyled Pickup in an effort to gain some ground on the light truck sales leader - Chevrolet. Not many changes were made during the next 4 years other than nameplates and trim. The biggest change was in the grille area as now that the headlights were off the fender tops they were nestled on either side of the grille. A major engine change occurred in 1952 with the introduction of the overhead valve six cylinder engine. Rated at 101 horsepower it was only 5 horses behind the V-8’s 106 horsepower rating.

The next Pickup style covered the years 1953-1956. The cabs were totally restyled. The front windshield was now smartly slanted, increasing the windshield area tremendously. An optional big back window was available and today is a highly sought after model. The "F" series numbers for pickups became F100 for the half ton, F250 for the three-quarter ton and the one ton capacity pickup was now the F350, designations that have lasted up to present day. It was Ford Motor Companies 50th anniversary in 1953 and the Pickup was the newest model and therefore the star of the show. The cab was expanded to provide greater comfort for driver and passengers alike. This, sadly, was the last year for the venerable flathead, replaced in 1954 by the newly created overhead valve engine. These Pickups are the most popular models today for restoring, restyling or hot rodding.

Ford introduced a radically redesigned Pickup for 1957. "Slab sides" replaced the "fat fendered" look as the cab was widened to eliminate the running boards. They flattened the hood as well to provide greater forward visibility and introduced the first true full width Styleside bed. No longer were just the roof and cab pillars painted white in a two-tone paint job. A crease that was formed into the sheet metal ran down the side of the fender and cab became the divider when two-tone paint schemes were applied. The biggest change for 1958 came with the addition of two more headlights. The four headlights look separated '58 and newer models even further from the look of prior years. Mechanically 1958 saw the replacement, in mid-year, of the 272 c.i.d. engine with the 186 horsepower 292 c.i.d. engine but not much else. 1959 was the first year that you could get four-wheel drive as a production option. In order to facilitate the need for four-wheel drive Ford had, in previous years, offered only a conversion done by the Marmon-Harrington Company. Style-wise 1959 received only subtle ornamentation changes and a restyled hood. The changes introduced with the 1957 model introduced the "modern" look of all Pickups to follow in the coming years.

The next restyle came in 1961 with the introduction of the controversial "integral cab" Styleside pickup. This created a great new look for their Pickups, as the box was no longer a separate unit. Problems became apparent early on with this innovative design though. When fully loaded, the bed flexes at a different rate than the cab and once rust set in Ford realized they had created an exciting new look but also had added problems that previously didn't exist. In 1963 Ford reinstated the old non-integral box style, and in 1964 abandoned the unibody styling completely. In 1965 independent front suspension was introduced with the creation of the innovative Twin I-Beam. This year also saw the introduction of two new six-cylinder engines, displacing 240 and 300 cubic inches. The V-8 was upgraded as well with the 352 and it’s 208 horsepower now occupying the engine bay. Ford continued to provide more creature comforts for the 1966 models. A new trim level was created and designated the “Ranger” model, it included floor carpeting and even bucket seats and a console were available.

The next design series lasted from 1967 through 1972. Ford ignored the trend for softer, more rounded bodylines, producing instead a truck with a crisper, angular look to it. Now Pickups were available in multiple trim levels with bodyside as well as rocker panel bright mouldings becoming a prominent part of the packages offered. Throughout this 5 year run the overall design stayed the same as the emphasis was on offering car-like comfort and convenience, not just utility. Ford continued to use its innovative Twin-I-Beam front suspension and added two new V-8 engines to the lineup, the 360 and the 390 in 1968. With fuel economy in mind the reliable small block 302 engine was an available option in 1970. As public demand grew for more comfort and convenience options Ford obliged them with the Ranger XLT option in 1970 and stepped that up even more with the Explorer package in 1971. By 1972 you could order a Pickup that had nearly every option available to a passenger car.

In keeping with the basic design created in 1967, the 1973 through 1979 models were all variations on that theme. The most noticeable change in the sheet metal was the creation of a "cove" that ran down the length of the body and bed. This was the perfect spot for the side marker lights and when upscale models were ordered it was filled with bright aluminum mouldings. 1974 brought the first "SuperCab" model to life. This model created a little space behind the seat that could be left empty for storage or fitted with a pair of inward facing jump seats. A new model designation was created in 1975 to bridge the gap between the half ton F-100 and the three-quarter ton F-250. The F-150 was, in essence an F-100 with a front and rear spring package that would carry a slightly heavier load without going all the way to the 8-lug wheels, stiff ride and work truck like F-250. A big bonus in the eyes of many was the fact that the F-150 was exempt from catalytic converters and other such pollution controls. Development of better sound deadening, more comfortable seating, basically more car-like interior appointments have become the direction that Ford continued to go through the 1979 models.

NOTE: the Pickup section of our Truck catalog is specifically aimed at 2-wheel-drive half-ton pickup trucks (F1 & F100). Whenever possible, other applications (heavier trucks and 4-wheel-drive, etc.) have been listed in the part descriptions.

Ford Bronco - 1966-79 In 1966 Ford introduced its answer to the Jeep and International Scout. Ford's new Bronco was a four-wheel drive utility vehicle available as a Roadster, Sports Utility or Wagon.

Those three versions were all made from one body as the roof for the pickup and wagon actually bolted on. That body was functional but simple, with an almost shapeless hood, high front fenders, and an integral pickup box. The instrument panel was simple as well, and the windshield folded down if needed. Its foremost chassis feature was its monobeam front suspension system For 1967 the Bronco was available with sporting trim, and the Sport Utility was renamed the Pickup. Improvements included padded sun visors, backup lights, self-adjusting brakes, variable speed windshield wipers, and a dual master cylinder with a split hydraulic braking system as standard equipment.

The 1968 Bronco was basically identical to the 1967, with the addition of front side marker lights and rear quarter panel reflectors for safety.

In 1969 the Bronco Roadster was dropped. The folding windshield and removable top were discontinued. Many mechanical improvements were introduced, and the 9.375" clutch became standard equipment.

The 1970 Broncos featured new colors, marker light revisions, and optional Traction Lok and shoulder harnesses.

1971 saw very little in the way of appearance changes, but included a new heavy-duty front driving axle, a new 12.7 gallon main fuel tank, remote control mirror, hardboard headlining, and an Extra Cooling radiator. Due to successes in off-road racing a specially prepared, limited edition “Baja” Bronco was offered for sale.

For 1972 vinyl bucket seats were now standard equipment on all Broncos, and 8 new colors were available. The Bill Stroppe prepared, limited edition “Baja” Bronco continued to be offered.

For 1973, the Bronco Pickup was discontinued, but the style of the series was improved with the introduction of the Ranger trim package. The swing-away spare tire carrier was available, but the Cruise-O-Matic transmission and power steering were only available with the V-8 engine option.

Although the Bronco, now available in only the wagon body style, looked unchanged for 1974, nine new colors were available atop many improvements to the interior and the chassis.

1975 refinements involved the fuel fill and exhaust systems. New options included a reduced exterior noise package, 800 watt engine block heater, and Northland cold starting aids.

As 1976 and 1977 were the final years of the first generation design, Ford did little to distinguish them from previous model years. They did upgrade to disc brakes as standard equipment but dropped the economy minded six cylinder in favor of the 302 V-8. All new were the 1978 Broncos. With front end sheet metal borrowed from the F-series pickup they were wider, taller and longer and had more power due to Ford’s 351 V-8 being the base engine. If you desired even more kick you could opt for the 400 V-8 as well. Trim levels went from plain-jane to the Ranger XLT package with its cut-pile carpeting, bright mouldings everywhere and chrome front and rear bumpers. Ford was greatly rewarded for this "better idea" as over 69,000 1978 Bronco’s were shipped compared to about 13,500 of the 1977 design. With the wild success of the 1978 model, Ford chose not to change anything for the 1979 models and sales continued to rise, up to over 93,000 units.

Ford Econoline - 1961-67
In 1961 Ford introduced a totally new type of light duty work truck, the Econoline. The body was unitized and functioned also as the chassis frame to which the running gear was attached. Its "mini cab-over" design was an immediate success. The Econoline was a versatile and functional vehicle that was easily adapted for many uses.

For 1961 the body styles were the Econoline Pickup, Delivery Van, and Station Bus. 1962 was another highly successful year for Econoline. The Station Bus was reclassified as a passenger car and declared a Falcon. The Econoline Pickup and Delivery Van continued to be offered. In 1963 the Econoline Pickup increased its rated payload capacity and offered an optional custom cab. The 1963 Econoline Van added standard dual outside rearview mirrors, heavier roof rails, and 8 door options. The Station Bus continued in the Falcon line. For 1964 a new model joined the Econoline family and was called the Panel Van, which really was a standard van without the side cargo doors.

The 1964 Econoline Pickup had door-mounted nomenclature, and incorporated an optional heavy-duty package and an upgraded cab interior with color-keyed seat trim, cab headliner, and locking glove box door. The 1964 Van offered a heavy-duty package and left hand cargo doors, 2 significant options.

In 1965 the Econoline series was again expanded to include a Supervan featuring an 18-inch body extension. The 1965 Van sported stronger, more massive bumpers, a lower, more comfortable driver's seat, an integral package tray, and a more efficient heater. The rear of the 1965 Econoline Van, Station Bus, and Club Wagon were quickly distinguished from previous models by their rear cargo door-mounted license plate bracket and lamp.

In 1966 the Econoline-based family of Club Wagons was broadened, and the interior trim scheme was improved. By the start of the 1967 model year, over 400,000 Ford Econolines had been sold. 1967 Econolines new features were the dual brake master cylinder, padded sun visors, 2 speed wipers, and back-up lamps. 1967 marked the end of the Econoline Pickup and the end of the first Econoline generation.

Mercury Truck History

Badge-engineering More Brands For A Smaller Market

1946 Mercury 1/2 Ton

If you lived near the Canadian border during the 1940s, '50s, or '60s, you might remember Ford and Mercury sheet metal, wearing the Meteor or Monarch name plates. Ford trucks were also badge-engineered and sold as Mercury trucks.

1948 Mercury M-47, "Dad's Truck" Owner's: Phil and Shirley Croteau

As a point of history, Ford was in business in Windsor, Ontario by 1904, a year after the Ford Motor Co. was founded on the other side of the Detroit River.

The Meteor, Monarch cars and Mercury trucks first appeared in April, 1946 because of Ford of Canada's postwar marketing strategy. More lower-priced cars were sold in Canada than in the United States because of the slightly lower standard of living, not to mention whopping sales and excise taxes that added almost 20 percent to the sticker prices across the border.

1956 Mercury M-100 Owner: Bobby Gallant

To give the Canadian Lincoln-Mercury dealers a broader range of cars that reached into the low-price market, they sold the Meteor, a Mercury-ized Ford. To counter any sales advantage from Lincoln-Mercury dealers' broader range, Ford dealers got the upscale Monarch, a Mercury clone. Because smaller Canadian towns had either a Ford-Monarch or Lincoln-Mercury-Meteor dealer, but not both, the L-M-M network got the Mercury truck.

1957 Mercury M-100

Canadian-made Ford and Mercury trucks differed, for the most part, only cosmetically. Many years it was just "Mercury" versus "Ford" letters on the hoods and pickup tailgates, plus distinctive medallions that set them apart. Often there was a bit more glitz on the Mercury trucks, in keeping with their slightly-more-upscale image. As far as the dash plastic molding in 48-50, only the Mercury had a kind of gray marble look, where Ford was tan in color. But occasionally there were distinctly-different grille layouts. For instance, like the American-built Ford trucks, Ford of Canada's 1946-47 pickups were warmed-over pre-war models, but the Mercury trucks were treated to a heavily-chromed grille and bumper treatment, compared to the Ford's plain looks.

1965 Mercury Econoline EM-100, Owner: Ken and Sue Croizier, Sechelt, B.C.

Ford's first all-new postwar vehicle was a truck and not a car. Ford trucks got all-new sheet metal for 1948. Ford, Mercury, Lincoln.... and in Canada, Meteor and Monarch.... cars were all-new for model year 1949. Incidentally, while the new Monarch name plate appeared in 1946, the Meteor debuted in 1949. Before that, Canadian L-M dealers sold a Mercury-based Mercury 118 (for its 118-inch wheel base) and a Ford-based Mercury 114 (for the Ford's 114-inch wheel base.)

1968 Mercury M-100 Ranger, Owner: Kerry Hibdon

In 1948, Ford (USA) introduced the F-1, F-2, F-3, etc. truck nomenclature. Ford of Canada took a modified tact. It used an "M" for the Mercury, in the place of the "F," but the numeral stood for the truck's Gross Vehicle Weight rating, less the zeros. Thus, a Mercury M-68-designated 6800 pound GVW-corresponded to a Canadian Ford F-68. It got back in step in 1953 when Ford switched to the current F-100, F-250, F-350 numbering scheme with parallel M-100, M-250, M-350 designations for the Mercury.

The mechanicals of both Canadian built truck brands were virtually identical. Because of a smaller Canadian market, (Ford of Canada roughly sold one-tenth as many trucks as its US parent). Canadian buyers had a smaller menu to choose from in terms of models, ratings and power-plants. While American Fords got an all-new overhead valve V8 in 1954, the venerable flathead V8 soldiered on for another year in Canadian Fords, Meteors, and Mercury trucks. Until 1956, only V8 engines were installed in all Canadian Ford cars and trucks, since no six-cylinder Ford engines were produced in Canada until the 223- cid six appeared in 1956.

Ford's other commercial-oriented vehicles were also disguised a bit when they showed up in Lincoln-Mercury-Meteor showrooms. For years, Ford offered car-based sedan deliveries, called the Courier. There were Meteor versions as well. When the Ranchero pickup car debuted in 1957, a Meteor Ranchero was offered in Canada and would be for several years.

The need for a dual marketing network was eliminated with the Automotive Trade Agreement signed by the United States and Canada in 1965. The free-flow across the border brought the phase-out of the Mercury trucks by March 23, 1968. In the interim, vehicles like the Mercury ME-100 Econoline vans, pickups and mini buses were produced in Lorain, Ohio. The Ontario Truck Plant sent some of its product to the Northeast United States. Of course they wore the Ford rather than Mercury logos.

This setup was not unique to Ford. Pontiac dealers in Canada sold lower-priced Pontiacs that were essentially Chevrolets with Pontiac styling features. Canadian Dodge-DeSoto dealers offered a Plymouth based Dodge model and Chrysler-Plymouth dealers sold Fargo trucks that followed the cloning philosophy of the Ford-built Mercury trucks.

The Truck - 1950 Ford F1

by Gerry1



1950 Ford F1 Pickup Truck: GVW is 4,700 lbs. Engine is a 226-ci L-head six (the "Rouge 226"), producing 95 HP at 3,300 RPM, and 180 ft/lbs torque at 1,200 RPM. Axle ratio is 3.73:1, payload rating is 1,450 lbs. Transmission is std. 3-speed, floor-shift. Six-volt electrical system. Color is 1950 Ford "Meadow Green", "Ivory" colored grille, black running boards; the engine is red. Truck bed is oak with stainless strips. Tires are whitewalls and wheels include std. Ford hubcaps with chrome "beauty rings". There is a 7-tube AM radio (a dealer-installed option in 1950). My History with the Truck: I acquired the truck in 1994 after seeing it parked at a house in Barrington, RI. The truck had nifty character and potential. The owner was a trucker who bought the truck from a Kentucky farm, with the idea of restoring it. The truck spent its life as a farm truck and was rather banged up and rusty, but it ran, and the components were in decent shape. I agreed to purchase the truck for $1,500. After engine and brake work, I drove my “working rust bucket” for three years, then garaged it in 1997, got married, built a house and had kids. I drove it briefly in 2003 before garaging it until 2005. After saving “enough money” (today I am laughing at this statement), I decided on a frame-off restoration and towed it to Massachusetts to begin that process. Restoration Process: The three-year restoration was completed in May 2008.









The goal was to restore the truck to its period-correct state as it would have been when it came off the assembly line Paint schemes, bed, interior, engine and transmission, options (or lack thereof), electrical, wheels and tires are all in line with original specifications. The gauges were redone to factory specs, including re-silk-screening the gauges and replacing worn/broken indicator needles. A period-correct radio was installed along with a period-correct after-market directional system. If parts were too worn to be restored, new reproduction parts provided by Ford-licensed reproduction companies were used.







Historical Significance: The truck is part of the F-1 truck line running from 1948 through 1950, and is the first postwar design (the late 45 - 47 models were prewar design). After the war Ford was struggling, it was losing $1 million per day. Chevrolet rose to number one. Accordingly Ford developed a strategy to develop a truly brand-new truck line to "wow" the market and get cash flow going, which it would then use to get a new car line off the ground (which it eventually did in 1949). Hence the development of this 1948 - 1950 truck line, with an all new modern look, design and comfort. The Ford marketing team developed the theme "Bonus Built" for the 1948 - 1950 truck line. The 1948 - 1950 full truck line included a new model number nomenclature - the "F" series. For 1948 - 1950 the "F" series model line included the F-1, F-2, through the F-8 "big job". The 1948 - 1950 truck line is considered to be the "father" of the modern Ford "F" series truck (models to his day still use "F" and the number nomenclature - they simply added more digits, F150, F250, etc.). Ford is celebrating this year as the 60th year of the "F" series based on the 1948-1950 model. This new model was the brainchild of a team assembled by Ernie Breech, the former chief of Bendix Corporation, who was brought into Ford by Henry Ford II, who took over as president of Ford in 1945. The strategy worked. Ford sold a record 289,971 trucks in 1948, 227,531 in 1949 and a record of 358,810 in 1950, the last year of this first "F" series model. The 1950 F1 retailed for approximately $1,200. Other firsts included the "million dollar cab", directed at driver comfort. The seat is adjustable to three positions, there were a variety of heaters offered, and dual windshield wipers, sun visors were optional, as well as dual taillights. The cabs were drafty - but Ford offered a combination of heater, door glass vents and a cowl vent to pressurize the cab to keep out drafts and road dust (however, the cowl vent directs air into the cab at the floor - and blows and floor sand into the driver’s face). The truck came with a 90 day 4,000 mile warranty.

Vintage Ford Truck's Print Ads

1939 Ford V8 Trucks original vintage advertisement. Illustrated in black & white. Features the regular chassis with platform or stake body, one ton, commercial pickup and cab/chassis only for custom box orders.



1947 Ford Semi Trucks original vintage advertisement. "Ford Trucks last up to 19.6% longer." Based on life insurace actuarial methods.



1948 Ford Trucks original vintage advertisement. With view of an F-5 Ford Truck at work on the farm.



1951 Ford F-1 Panel Delivery Van original vintage advertisement. Photographed in full color. Also features the F-5 inset photo.



1951 Ford Stake Truck original vintage advertisement. Gorgeous illustration in vivid color with tartan plaid scheme. Rare Canadian ad!



1953 Ford F-100 Pickup Truck original vintage advertisement. Illustrated in vibrant color with interior view of driver's cab inset. Featured with the 6.5 ft. box and choice of five transmissions. Also featured is the F-900 Dump Truck.



1957 Ford F100 Series Pickup original vintage advertisement. Illustrated in vivid color featuring the Styleside and Flareside models.



1961 Ford Econoline original vintage advertisement. Gorgeous color illustration featuring the Panel Van, Pickup Truck and Station Bus models.



1961 Ford Econoline Pickup Truck original vintage advertisement. Also features the Van and Station Bus Models.



1961 Ford Econoline Pickup Truck original vintage advertisement. Also features the Van and Station Bus Models.



1962 Ford F-100 Pickup Truck original vintage advertisement. Features the Styleside F100 with Custom Cab.



1962 Ford Pickup Trucks original vintage advertisement. Brilliant color illustration featuring the F-100, F-250 and F-350 models with weight specifications.



1963 Ford Econoline Van original vintage advertisement. Illustrated in gorgeous color. Offers 204 cu. ft. of loadspace, flat floors and a 3/4 ton payload.



1964 Ford Econoline Van original vintage advertisement. Gorgeous color illustration



1964 Ford F-100 Pickup Truck original vintage advertisement. Illustrated in vibrant color at the job site.



1965 Ford F-100 Pickup Truck original vintage advertisement. Illustrated in vivid color and featuring the new twin I beam suspension for a smooth car-like ride.



1966 Ford F-100 Pickup Truck original vintage advertisement. Available with twin I-beam suspension and a choice of 3 engine options.



1967 Ford 100 Pickup Truck original vintage advertisement. Photographed in vivid color. With exclusive Twin I Beam suspension.



1968 Ford Club Wagon Van original vintage advertisement. Photographed in color with 12 campers from Camp Ra Pa Ho.



1969 Ford Trucks original vintage advertisement. Featuring the Bronco 4x4, Ranchero Pickup, Club Wagon Van, and Camper Special Pickup. Photographed in vivid color.



1975 Ford Econoline Van original vintage advertisement. Photographed in vivid color. Promoting customizing trend popular among vanners.



1978 Armstrong Tires original vintage advertisement. Photographed in vibrant color featuring a '78 Ford Bronco 4x4 equipped with Norseman Radials.



1979 Ford F-100 Pickup Truck original vintage advertisement. Ford Pickups. See why they're America's best selling pickups.



1981 Ford Bronco & Pickup 4x4 original vintage advertisement. "The only 4WD independent front suspension in a standard-size 4x4."



1981 Ford F-150 Ranger Pickup Truck original vintage advertisement. First pickup to combine 21 mpg with a 2,530 lbs. payload.



1983 Ford Ranger Pickup Trucks original vintage advertisement. With a tough new V6 offering more power and torque than any other pickup truck and wider cab space than any import. America's truck.



1983 Ford Bronco II 4x4 original vintage advertisement. Built Ford tough with husky frame, optional auto-lock hubs, and V6 standard engine.



1987 Ford Ranger High Rider 4x4 original vintage advertisement. Features a 2.9L V-6, 140 hp with STX trim. Built Fun Tough.



1987 Ford Ranger XLT Pickup Truck original vintage advertisement. Now with 15 popular options priced at $1,793 available for only $482. Ford Ranger. Built Fun Tough.



1989 Ford Bronco II 4x4 original vintage advertisement. The 4-wheel drive vehicle for people who hate roughing it. Available in XL to Eddie Bauer trim levels.

Vintage F-1 and Larger Trucks



1948 Ford F-1 Truck - Coca Cola Delivery Truck



1948 Ford F-1 Dually Truck



1953 Ford F-8 Big Job Truck



1954 Ford F-100 Truck

American Woodie Automobiles

“It's a friendly vehicle, not foreboding like a limousine or prosaic like a sedan. It's about families, kids and visiting relatives, about journeys interstate, and the golden age of railroads, luggage, family pets and the reassuring smells of old leather, gasoline, gear oil and grandfathers tobacco smoke. It brings people together in fellowship and shared good times.”



In their heyday, woodies were often the most expensive cars offered by a manufacturer and many tallied impressive sales figures.

Woodies have always satisfied the need for stylish transport of people and parcels. The earliest woodie automobiles were utilitarian adaptations of the 'Rockaway' horse-drawn carriage and canopied express trucks. By the thirties, fashionable American woodie station wagons were pressed into service by lodges, inns and country clubs. At about the same time, wealthy land-owners with country estates adopted the woodie for suburban transportation - frequently with a chauffeur at the wheel. In Europe, wood was utilized by coachbuilders of exquisite vehicles for the aristocrat.

During the World War II, wood construction saved steel for critical war-time uses. After the war, the middle class found mass-produced woodie wagons perfect for family travels. The popularity of woodies for personal transportation peaked mid-century. By the late fifties and sixties, used car dealers had plenty of cheap, poorly maintained wood-clad cars. Surfers found these bargains perfect for hauling their longboards in search of the perfect wave. A sub-culture and a car became legend.





American Woodie Autos - 1910 to 1919



Brass-era 1912 Ford depot hack is typical of the wood-bodied wagons created on Ford chassis before Ford began producing their own woodies at Iron Mountain.



It is easy to imagine this custom-bodied 1913 Ford Model T mountain wagon transporting guests from the railway station to a country estate or lodge. The folding top is not frequently seen on wagons of this period.



A 1919 Model T Ford station wagon seen at the 1998 antique auto meet in Luckett, Virginia. Wagons of this type were made by many companies - before Ford started producing its own woodies at the Iron Mountain plant in Michigan.

American Woodie Autos - 1920 to 1929



1921 Ford Model T with a birch speedster body patterned after a design found in an early 1920's Sears catalog.



1929 Ford Model A with body built by Ford at the Iron Mountain plant was classified by the company as a 'commercial vehicle' and was part of the truck line-up.

American Woodie Autos - 1930 to 1939



This pristine 1931 Ford is now in the possession of Mike and Connie Yore, who own a beachwear shop in St. Joseph, Michigan. Several owners before, the Model A was destined to become a street rod until he was persuaded it was too perfect to cut up.



$670 bought you a shiny new 1936 Ford with modern pressed steel wheels and roll-up windows in the front doors. It was also the last year Fords had separate headlamps.



A former Woodie Times cover car, Ray Beniquez's 1936 Ford is one of several woodies his family imported to Puerto Rico from the U.S. His stable of woodies also includes 1935, 1939 and 1941 Fords.

American Woodie Autos - 1940 to 1944



Peter Morse's 1940 Ford Super Deluxe station wagon pulling a 25 foot 1940 Garwood triple cockpit runabout makes for a spectacular combination --- even without the gorgeous scenery.



1941 Ford Deluxe station wagon, seen here in a Ford photo, was aimed directly at the 'horsey' set. The slightly more expensive Super Deluxe version, at $1015, was the most expensive Ford since the Model A Town car.



As the United States drew closer to involvement in World War II, metal supplies were constrained. To meet the need for higher occupancy automobiles, Brooks Stevens designed the Monart Motors wooden body conversion for Ford and Mercury sedans and coupes. The original doors were painted for a woodgrain effect and non-structural wood trim was used to enhace the design. A 1942 Mercury is pictured here. None are known to exist today.

American Woodie Autos - 1945 to 1949



This 1946 Ford Super Deluxe did a stint on display at Sea World after serving as transportation for a Mexican Government official. For more details, browse the Old Woodies feature: WoodGal's Mexican Beauty



With a total production of 16,104 woodie wagons in 1947, Ford station wagons found their way around the world. This 1947 Ford Super Deluxe is owned by Per Hedlund of Helsingborg, Sweden.

American Woodie Autos - After 1949



At a glance, Dan Simmons' clean 1951 Ford looks stock - it is, except for the mild drop job, power disk brakes, and eye-popping leopard-print carpet!



Cliff & Kathy Bartlett's 1953 Mercury still has it's original flathead V-8 with a 3 speed overdrive. They drove to Woodies on the Wharf 2001 from South Lake Tahoe pulling a camp trailer.

Woodie Trucks



It was only natural that commercial truck chassis were the platform for construction of early woodies. After all, their principle purpose was to transport goods and passengers - and the more, the better. These were the vehicles most likely to be found in service by country clubs, lodges, hotels, inns, merchants and schools.

In step with their automotive counterpart, open bodies gave way to removable tops, then to fixed roofs. Roll-up canvas curtains with flexible isinglass windows yielded to glass panes. The truck based wooden wagon became more civilized, yet maintained its rugged go-anywhere capabilities. These were the wooden predecessors to today's modern sports utility vehicle.



1913 Ford Model TT with a wooden 'huckster' style body



1914 Ford (Model TT?) chain drive



During World War I, before the arrival of United States Army, some charitable organizations offered ambulances to the Allied forces. The standard Ford Model T was provided - but without bodywork beyond the cowl. The legend says that the first ten ambulances were created with the wood of the transport cases! Later bodies were produced by the grand carrossier Kellner of Boulogne, near Paris. In 1918 this ambulance became the standard of US Army in France until the end of the war. These vehicles were originally painted grey.

Woodie Trucks 1920 to 1924



1920 Ford Model T with a Hercules Manufacturing Co. 'Business Body' and pickup bed on a ½ ton passenger chassis.



A very interesting 1922 Ford Model T C-cab flare-side pickup truck