1956 Ford F-100 panel truck project

I've always liked '56 Ford F-100 pickups and panel trucks. After keeping an eye out for an affordable, straight, solid '56 F-100 panel truck project for many years, I grabbed this one as soon as I found it.

Here's how the truck looks now. This picture will be replaced whenever there's a significant change.

At the end of April, 2007, we brought the truck home and rolled it into the garage to finally start working on it.

After going over them with paint stripper, a razor blade, and a D/A sander, the front fenders and the entire outside of the body except for the roof are now in bare metal.

The condition of the body is amazing. There wasn't any body filler anywhere on the truck. There are no dents anywhere on it that are deeper than an eighth of an inch, and the amount of rust damage totals up to less than one square inch. This truck is a survivor.



For this picture, a pair of fenders and a hood from another truck were set in place without being bolted down.

It turns out that one of the reasons the body of the truck is so well-preserved is because decades ago, it was painted with a thick coat of house paint.

Here it is, shown as it was when I bought it, back on November 11, 2006.



Here it is sitting on the race car trailer, ready to pulled out of where it had sat for decades.

At one time the truck had a roof rack bolted on, so each side of the roof has two pairs of eighth-inch holes that will need to be filled. A pair of extra taillights had been mounted on the sides of the body, leaving a pair of 3/8-inch holes to be filled.

Other than that, the truck has never been butchered, hit, or rusted. The paint may be rough, but the body is surprisingly straight. Realistically speaking, this is a great starting point.



When a '53-'56 Ford panel truck comes up for sale, it usually falls into one of two categories. Sometimes it will be an old, worn-out work truck that has sat outside for most of its life and rusted-out. It's more common to be something expensive that's been rebuilt and street-rodded with a lot of parts that you wouldn't have used and don't want, and a paint job that hides the real condition of the sheet metal.



This '56 F-100 panel truck was built in San Jose, California. It left the factory with a 272-inch V-8, the optional Custom Cab trim, and dark blue paint.

It has spent its whole life in Arizona, and was used as a plumber's shop truck.

On the inside, racks for shelves had been welded on each side. I took this picture before I carefully cut them out and cleaned the inside with a pressure washer.

In the 1970s, a hot rodder here in Phoenix bought it, cleaned the frame, installed a 454 and a Turbo 400, and then pulled them out and set the truck aside to work on other projects.



The rear pan is fairly straight and really solid.

The previous owner told me that in all the time he owned the truck, he had never opened the back doors because the latches were frozen. I sprayed them with Gibbs Brand to free them up. This picture was taken after the back doors were opened for the first time in decades.



The rare, cherry '53-'56 panel truck rear bumper is fresh from the chrome shop. In January I found a set of mounting brackets for it.



This new old stock, chrome 1956 F-100 V-8 grille has never been on a truck.

It's shown with an original '56 V-8 emblem I cleaned up.



Mark Morton's '56 panel is a lot like what I want to end up with. Shown above parked on the Bonneville Salt Flats, Mark's panel has a big block Chevy 427, and it runs great pulling a loaded race car trailer on the highway.

For this one, I've already set aside a lot of parts, including a healthy Chevy 454, several '57-64 Olds rear ends, a set of NOS 1960s Stewart Warner gauges, some neat old aluminum wheels, and an original '56 F-100 axle that I've polished.

As work progresses on the panel project I'll keep adding current pictures of it here.

So far, I've only had time to work on the truck for a few afternoons. Since most of these pictures were taken, I've cleaned the interior with a pressure washer, removed the racks from the inside, cleaned and detailed a lot of small parts, and sanded the front fenders down to bare metal so they're ready to have a few dents removed. Sanding the hood will come next.

At some point we're going to have to lift the body off the chassis so we can sandblast and box the frame.

After every part has been detailed and everything is assembled with the bare metal body protected by Gibbs Brand, the truck will head to my friend Cole Foster's shop in California for some minor bodywork.

Chassis and running gear



Several years ago, having decided that I was going to build up a '56 panel when I found the right one, I bought this original '56 F-100 axle.

This picture shows four views of the axle after I partially polished it with abrasives, before it was dropped.

Below is the same axle after it was dropped three inches, with a stock '56 axle beneath it.



When you're building classic F-100 into a hot rod truck, there are lots of choices when it comes to front ends. Some people (especially people who sell parts for a living) will tell you that a good way to go is to scrap the original front end and replace it with a custom-built front crossmember and the suspension out a Volare or a Dodge Dakota, or even a Mustang II. Those conversions often add new problems.

Although this truck is going to look good and run well, it's always going to be a truck. That calls for a strong, reliable front end that doesn't go out of alignment or sag, and something that parts will always be available for.

After the chassis is stripped down, the frame rails will be boxed to minimize body flex. The '53-'56 F-100 panel truck frames are essentially identical to the frames for the pickups, and when the pickups were designed, frame flex was engineered into them to provide additional suspension travel.

Before painting the frame, I will design and fabricate a sturdy trailer hitch for pulling the race car trailer.



Here's the 454 block and large oval-port heads along with one of the Brodix single-plane intakes that I smoothed out and polished with abrasives.

It's tempting to add some serious muscle here, but this one has to be reliable and run on pump gas.



This is one of several '57-'64 Olds rear ends I've bought, cleaned, and polished with abrasives.

These Olds rear ends are strong, they look great, and they're "period correct" for the traditional hot rods and race cars I like.

The '57-'64 Olds rear ends are no longer easy to find, and when they do show up, they're usually open rear ends rather than the Oldsmobile "Anti-spin" or Pontiac "Safe-T-Track" limited-slip.

On eBay, a couple of days before I bought the truck, I had bought the rear axle housing and center section out of a one-owner 1961 Oldsmobile. This car had 2.87 gears in an "Anti-spin" limited-slip center section that takes 31-spline axles. 2.87 is a taller ratio than I would have chosen, but a variety of new gears are available for it.

1956 Ford panel truck parts we need

Here are some of the 1956 Ford F~100 pickup or panel truck parts that I'm looking for:

Front fenders

Gravel pan (behind the front bumper)

Inner fender panels

Hood

If you have any of these parts for sale, please call Dave at (602) 233-8400. Thanks.

Clike Here for http://www.roadsters.com/56/

The Fiesta Movement

Check Out This Web Site to Join The Fiesta Movement: http://www.fiestamovement.com/

You Can Also Click On This Web Site Below To Learn More About The 2011 Ford Fiesta.
http://www.fordvehicles.com/2011fiesta/

Car Shopping on the Offensive: 8 Aggressive Buying Tactics

Beat the hard sell and turn the tables on the dealer.

BY TONY QUIROGA
January 2009



Our reviews, road tests, and Buying Guide will help you choose a single vehicle from the 430 or so on sale today, but how do you negotiate the often contentious dealer experience? It can be an intimidating and unpleasant process, and while most dealers are honest, salespeople are in the business to close deals quickly and get you to pay top dollar. Most engage in tried-and-true psychological tactics designed to get them the best possible deal. So how do you make sure you’re doing the same for yourself? We’ve debunked the eight most common hard-sell tactics. More important, we tell you how to turn around each of them and use them to your advantage. Should you find yourself getting pressured, these replies will regain control of the situation.
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What the Dealer Says:
"You have to make the deal today."
What You Should Say:
"Sorry, this offer expires tonight."

In this scenario the dealer quotes a price, but to apply pressure to the buyer the deal is only good for that day. This gives the buyer little chance to research the price or find a competing offer from another dealership. Fortunately, the buyer can regain control by coming up with his or her own price and adding, “My offer is only good for tonight.” A dealer desperate to make a sale will have little recourse, and should they not agree to the price the buyer is free to walk away. Just be sure to do your research before you go to the dealer so your offer is actually low enough.
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What the Dealer Says:
"I have to check with my manager."
What You Should Say:
"I have to check with my spouse."

A salesperson often will tell you that he has to confer with a sales manager to see if the price he comes up with is agreeable. Thus, the manager becomes the bad guy and the salesperson comes off as being in the buyer’s corner. Don’t be fooled and don’t be afraid to use the same tactic. If you need time to think about it and you don’t want to come off as the bad guy, tell the salesperson you have to confer with your spouse. It helps to paint the spouse as the disagreeable sort. Don’t have a spouse? Try accountant, therapist, astrologist, cult leader, food taster, or any other authority figure whose opinion you supposedly value. Have the other person play the role of the bad guy who’s holding up the deal. It’s not uncommon for salespeople to belittle a customer for letting the “little lady” or “chauvinist husband” tell them what to do, so be prepared to set your ego aside and admit you’re only one member of the team making the decision.
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What the Dealer Says:
"I have to put food on my table."
What You Should Say:
"I have to keep food on my table."

To play on the buyer’s compassion, the salesperson might tell you that he has to put food on his table. Apparently, the deal is so in favor of the buyer that the salesperson will starve if the deal gets any better. Remember, you’re the one unloading the cash, not the salesperson. Tell them, “I have to keep food on my table.” _____________________________________________________________________________________

What the Dealer Says:
"We’re already losing money on this deal."
What You Should Say:
"I’m already losing a hell of a lot of money on this deal."

To convince the buyer of the excellent deal that is being made, the salesperson might tell the buyer that the dealer is losing money on the deal. This is another tactic designed to appeal to one’s sympathy. Consider that the buyer is the one who is losing, or at least giving up, thousands of dollars. Be sure to remind the salesperson that you are the one losing the money.
_____________________________________________________________________________________

What the Dealer Says:
"I’ve got another offer, this is in high demand."
What You Should Say:
"I could go down the street and get the same car."

Car salespeople will always try to convince the buyer that the car they are considering is in such high demand that they’d better move quickly or risk losing the car. “Other interested buyers” and “production shortages” are ruses designed to make the buyer believe that buying immediately is necessary. Mass-produced cars are, as the name implies, built in huge numbers. Even if what the dealer tells you is true, another just like the one you want will be built and available soon. And there are almost always other dealers that will have the same car or something close.
_____________________________________________________________________________________

What the Dealer Says:
"This is the only one like it, take it or leave it."
What You Should Say:
"I am the only person who would ever buy this ridiculously unusual car."

Hard-core car enthusiasts often find themselves considering cars that ordinary buyers don’t even know exist. Consequently, the automaker doesn’t make a lot of these cars because the market for them is so thin. But they are out there. Somewhere a Cadillac dealer has a CTS with a six-speed manual transmission and it’s more than likely that the salesperson is telling the buyer, “This is the only one like it, take it or leave it.” The seller should respond in kind with, “I am the only person who would ever buy this ridiculously unusual car.” _____________________________________________________________________________________

What the Dealer Does:
Last-minute price increase or hidden fees
What You Should Do:
Last-minute offer decrease

If the dealer knows that you’re seriously interested and a price has been agreed upon, occasionally the dealer will surprise the buyer with a last-minute price increase or previously undisclosed fees and, of course, a plausible-sounding excuse for the increase. Don’t give in to this tactic. Try countering with a last-minute offer decrease.
_____________________________________________________________________________________

What the Dealer Says:
"I’m throwing in all this for free."
What You Should Say:
"I don’t even want all this stuff."

A salesperson will often attempt to justify an inflated price by including valueless items like pinstriping, undercoating, fabric or paint protectant, or pre-sale inspections. Sometimes even optional equipment may be part of the deal and appear to be free. If you don’t want the extra options, just let the dealer know. Tell the dealer, “These non-factory items, if anything, make this car worth less to me.”

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2010 Ford Fusion Hybrid vs. Camry Hybrid, Altima Hybrid, and Malibu Hybrid

How about 700 miles on a tankful? We test four hybrid family haulers that eke more miles from every gallon.

BY PATRICK BEDARD, PHOTOGRAPHY BY AARON KILEY
February 2009



Like the price of sea bass on the restaurant menu, the cost of gas has become wildly unpredictable. As this comparison convoy of four family-size hybrids slipped past a station near our headquarters in Ann Arbor, Michigan, we noticed the posted price of regular had dropped to $1.78.

No worries, momma. Good thing nobody called on the ad to sell your Tahoe.

Hybrids get more compelling, of course, when gas zooms past four bucks a gallon. But that price will be just a sweet summer memory if Ahmadinejad busts a nuke over Tel Aviv. Closer to home, and more likely to happen short-term, Obama campaigned on a promise to cap and trade carbon, which is guaranteed to put gas prices on the up elevator. So we think hybrids are worth your consideration even if gas has gotten cheaper as you read this.

A little background: The mainstream media has recently been foaming all over itself about “plug-in hybrids,” a new category of someday cars that has replaced the hydrogen fuel-cell cars that were to happen someday in the foamings of a few years ago.

At least plug-in hybrids are technically more feasible than fuel cells. But whether they can soon be brought to market profitably and affordably is an open question.

The four hybrids here are readily available and run entirely on gasoline. They just run farther on each gallon than conventional cars. They do it without power cords. In fact, they are very much like normal cars except that the engines usually shut off when the cars stop moving.

That said, there are substantial differences among the hybrids within this group. The Chevrolet Malibu is what engineers call a “mild hybrid.” Added to its entirely conventional powertrain is a belt-driven motor-generator, this to capture a small share of the energy that would normally be wasted as heat in the brakes, then that energy is fed back into the drive system as needed for engine starting and acceleration. The reclaimed energy is stored in a relatively small nickel-metal hydride (Ni-MH) battery until needed. This type of hybrid cannot move the car without running the engine.

The potential fuel savings are small with a mild hybrid. If the added cost is similarly small, it could be a good buy. We’ll see.

The three other cars here are state-of-the-art fuel savers capable of moving at city-traffic speeds for a few blocks or more without running the engine, depending upon speed, slope, and, of course, the battery’s state of charge. These hybrids reach beyond regeneration (capturing “braking” energy) to give the fuel-burning engine a new assignment: It becomes an auxiliary power unit, called upon only when a computer decides that burning fuel is the most efficient way to propel the car.

Toyota has been the world leader in this style of hybrid, and the Camry operates very much like the now-famous Prius, albeit with upsized components appropriate to the dimensions and weight of this much larger sedan. For its Altima hybrid, Nissan licensed Toyota’s Hybrid Synergy Drive technology, so the Camry and Altima operate similarly, even though each relies on the automaker’s own engine.

While Toyota wears the hybrid halo, Ford mostly got yawns for the hybrid system it introduced in the 2005 Escape SUV, even though it was a full hybrid capable of Prius-like engine-off propulsion. Now, five model years later, the latest evolution of Ford’s hybrid thinking appears in the 2010 Fusion.

Never mind the high price of sea bass and the low price of gas, this calls for a comparison test. Which of these four carmakers builds the best family-hauling four-door hybrid?



2009 Chevrolet Malibu Hybrid - Comparison Test

Highs: Stylish sheetmetal, nicely shaped front buckets, fold-forward rear seat expands cargo space.

Lows: Weak on mpg, uninvolving hybrid machinery, droning engine sound, dollar-store plastic interior.

The Verdict: With this halfhearted hybrid, GM lays down another bunt.

2009 Chevrolet Malibu Hybrid
Fourth Place: Long Rangers

A warning light comes on when you read through the comment log of this hybrid and find many compliments to the stylists, none to the engineers. As hybrids go, this is weak tea. Not that we’re categorically against mild hybrids. The goal is laudable—gain more in fuel efficiency than you shell out in cost.

But against state-of-the-art hybrids, the Malibu, at its present state of development, seems like too little too late. It was the tail ender in all of our mileage tests, showing especially badly in urban driving—only 19.8 mpg, 12.4 mpg behind the third-best Altima, 17.1 mpg behind the frugal Fusion.

Hybrids make only minor gains on high-speed interstates, so the Malibu deficit was relatively small on that test, 29.9 mpg compared with the pack-leading Camry at 34.8 mpg. In our overall-mileage summation, the Malibu rounds up to 29 mpg, the only hybrid in this group under 30 mpg.

The emotional satisfaction that comes from driving a special-purpose car is completely missing in the Malibu because it’s not discernibly special. The engine shuts down when you brake to a halt, then restarts with inappropriate violence when you lift off the brake pedal. The dash has an abstract gauge to the right side of the cluster with a needle that wavers between charging the battery and assisting the engine, but this simply reflects whether you are decelerating or accelerating—and you know that without looking at a meter. The word “ECO” occasionally glows in green letters in this dial, too, probably good news but too cryptic to be rewarding.

Otherwise, the Malibu shifts through its conventional four-speed automatic in conventional fashion and responds oddly to accelerator commands as the electric assist fades in and out according to an unseen commander. The controls feel abrupt in urban driving and crude compared with the polished nature of the Camry and the Fusion.

The Malibu manages the dubious honor of last place in both fuel economy and acceleration. It eases to 60 mph in 9.2 seconds, 2.1 seconds behind the hustling Altima.

As a people hauler, we rated rear-seat comfort in the bottom half of the class: quite tight on the shoulders for three adults, tight on the instep, too, although foot space is otherwise generous. Because mild hybrids can get by with a small traction battery, the Malibu is the only one of the group to retain the full, fold-forward rear seatback of the nonhybrid models. The battery fits in the customary hybrid place, on the trunk floor just behind the seat, but the top of it is low and fully enclosed in a black plastic housing, allowing long objects to rest atop as they extend into the rear-passenger area.

The as-tested price of this hybrid Malibu is $26,575, by far the lowest of the group, but with cloth seats, no sunroof, and a weight-saving can of tire inflator instead of an honest spare tire, it doesn’t seem like a wise way to spend $3950 more than a base Malibu to save a minor amount of fuel. GM says there’s “very limited availability” of this model. Very limited demand, too, we predict.



2009 Nissan Altima Hybrid - Comparison Test

Highs: Serious hybrid attitude, keeps no secrets from the driver, quick and agile in urban maneuvers.

Lows: Noisy machinery, noisy tires, noisy aerodynamics, unpolished responses to control inputs.

The Verdict: A genuine hybrid with the bark still on it.

2009 Nissan Altima Hybrid
Third Place: Long Rangers

Whether we’re comparing conventionally powered versions or hybrids in this class of family four-doors, the Altima always anchors the zesty end of the range—eager, quick, and rowdy. This hybrid really specializes in test-track numbers.

Zero to 60 is hardly the most important focus of a gas saver, but the Altima delivers anyway, rushing ahead of the others to arrive in 7.1 seconds on the way to the best quarter-mile finish of 15.6 seconds at 91 mph.

Moving on to the main event, in overall-trip fuel economy, the Altima squeaked ahead of the Camry by a slim 0.3 mpg, which allowed it to round up to 32 mpg while the Camry rounded down to 31. In real-world fuel efficiency, these two are about as close as two competitors can be, as you will see when you balance overall mileage against the narrow-focus rural-, highway-, and city-loop mileage results as recorded by each car’s onboard mpg meter [see Fuel Economy chart]. Here, the Toyota out-frugaled the Nissan every time. That said, we’re most suspicious of the Camry’s trip computer because, unlike the others, our calculated, 300-mile average was considerably lower than the results of the individual loops reported by the computer.

While these fuel-economy numbers are close enough for the two models to share the same underwear, their personalities are far apart. The Altima engine is relatively loud and rough, it wakes up from battery propulsion with a jolt, and the system broadcasts a loud whine when you move away from a stop under electric power. The controls are troubling, too, amped up to the point where it’s hard to be smooth with them. Brake-pedal force has annoying variations, perhaps due to regen considerations beyond the driver’s knowing. The too-quick accelerator is particularly annoying: When you’re feather-footing down the street trying to stretch engine-off distance, the smallest twitch starts the burner. Amidst the various tire, wind, road-impact, and drivetrain noises that accompany a moving car, it’s not always clear if the engine is running or not, save for a glance low on the cluster to an orange rectangle enclosing the words “EV MODE.” If you see it, you’re cruising on your electrical savings account.

Possibly some owners just want better mpg numbers and don’t care to be involved in the process of achieving them. But “Driver” is our last name, and we enjoy pushing the hybrid’s envelope of possibilities. The test car, equipped with the nav option, has dedicated screens showing which components of the drivetrain are operating at any given time. It also discloses the battery’s state of charge and energy flow. But none of this breaks new ground, and some of the screens are strangely abstracted—neon pipes for power flow rather than shafts, gears, and wires, for example. Some of our drivers dissented loudly.

This is an agile, frisky car but not a refined player.

In a category where weight reduction is especially important—one of the cars in our comparison gave up its spare tire at least in part to reduce weight—why does the lightest-in-test Altima burden itself with the extra plumbing required for dual exhaust outlets? It’s sportswear, we’re guessing, and it’s a signal that Nissan thinks and acts differently than Toyota, even as they share a hybrid system.



2009 Toyota Camry Hybrid - Comparison Test

Highs: A highly polished hybrid act, top-quality interior, exceptional seat comfort front and back.

Lows: If you expect verve with your mpg.

The Verdict: Refined and sophisticated, a Lexus without the silk-stocking

2009 Toyota Camry Hybrid
Second Place: Long Rangers

This Camry is impeccably mannered and supremely confident in the rightness of its way. It sets the upper limits for smoothness, refinement, and maybe even purity of purpose. No gimmicks, no come-ons, no entertainment for drivers who like to play. Smiles are okay, but don’t let word of them get back to the engineering department.

Our opinions on Toyotas are divided, in general, and most certainly on this car. Those of us who know how difficult it is to achieve perfection love the Camry. The accelerator gain is so linear and gradual that you can squeeze on torque in increments as thin as paint. The flawless smoothness of brake actuation convincingly denies that regen and friction brakes hate to share the task of retardation. The engine discreetly comes alive to pick up the load of propulsion when the electrical side of the drivetrain can no longer keep up with demand. Everything happens seamlessly, as in an expertly conducted symphony.

Still, there is another contingent that insists on motoring verve. And they are disappointed. If you hold your mind just so, the hybrid Camry seems to be an old man’s car, so viscous as it moves off the mark, so isolated from the pavement, so uncommunicative about its management of BTUs and kilowatts and g’s.

And yet, for those who conspire to slip through streets and alleys in silence, keeping the current flowing and the burner off, the Camry is such a happy accomplice. Without the optional nav, the dash tells you very little about the machinery below, but the controls seem to tell all. As with a favorite dancing partner, nothing needs to be said, it just happens. The power comes on in a deliberate way, measured, unrushed.

That means no neck-snapping downshifts accompanied by Shop-Vac sucking sounds, yet the electrical assist gives real muscles to all of these hybrids. They gather up and pass quickly on the two-lanes. For example, this silky-silent Camry sprints from 30 to 50 mph in 4.0 seconds and 50 to 70 in 5.1, improving on the nonhybrid Camry’s marks by 0.3 and 1.0 second, respectively.

Putting aside the hybrid part, the Camry’s people accommodations are top-notch. The test car, optioned up to almost five large from its $26,870 base, was lined in exquisitely soft gray-green leather pulled smooth over subtly sculpted padding. The front buckets give plenty of side restraint without feeling like confinement devices. The shape of the rear bench seat was exactly right to cosset adults on all-day journeys, earning top marks in this category. A thoughtful detail adds cargo flexibility, too. The traction battery has much more capacity than the Malibu’s, yet the vertical dimension has been pulled down just enough to open a useful passage on the right side of the trunk into the back-seat space, perfect for transporting those tournament-length zucchini.

One thing happens in the Camry that we find annoying. The mpg meter resets whenever the tank is filled, a cowardly way to avoid long-term accounting for hybrid benefits or lack of same. In fact, this Toyota has nothing to hide.



2010 Ford Fusion Hybrid - Comparison Test

Highs: Impressive hybrid machinery, major mpg, video cluster invites driver into the game, superb quality.

Lows: Loose-feeling CVT on the highway, growling engine on mild acceleration.

The Verdict: Ford hits one over the fence and into the ionosphere.

2010 Ford Fusion Hybrid
First Place: Long Rangers

Ford has pulled off a game changer with this 2010 model, creating a high-mpg family hauler that’s fun to drive. That achievement has two components: First, the machinery is unexpectedly refined—call it Toyota slickness expressed with car-guy soul. Second, the electronic instrument cluster involves the driver, invites you into the hybrid game, and gives you the feedback needed to keep increasing your personal-best mpg number.

Or you can say the heck with it and opt for a minimum-distraction display that shows little beyond the speedo.

No matter which you ultimately choose, you’re welcomed to the game with green grass and blue sky, a dashboard notion so corny we would groan if it weren’t so vividly executed. Hybrid enthusiasts will select the expert screen. All eyes sweep to the power grouping that shows the level of battery charge beside two columns of discharge meters, one for power consumed to propel the vehicle, the other a sum of all accessory loads (lights, fans, air conditioning, stereo, etc.).

How far can you go without the engine? That’s the game. Easy on the accessory loads, of course, but whenever you’re moving, the propulsion meter gives you an EV bracket. Keep your propulsion power within the EV bracket by modulating the “gas” and you’ll drive on the battery, up to 47 mph under ideal circumstances. Call it a video game to go.

Under normal driving, the engine starts and stops far more often than in the other hybrids. It comes and goes stealthily. Your wife won’t notice, and you probably won’t, either, unless you’re really into the hybrid game.

Nothing about the leather-lined test car, optioned up from its $27,995 base price to $32,555, seemed economy minded except for the mileage readings. On that score, the Fusion topped the others, turning in a 34-mpg score card for the overall 300-mile test run. It also finished highest in two of the three specialized tests, with a 34.3-mpg mark on the rural loop and 36.9 mpg on the city loop. Official EPA fuel-economy numbers are 41 mpg city, 36 mpg highway, roughly 720 city miles between fill-ups. For a four-door with civilized room for five, that’s a standing-O achievement.

Though the Fusion gets out-hustled by the Altima and the Camry—at 3805 pounds, the Ford is the heaviest of the four—we think 8.5 seconds to 60 mph is just fine considering the fuel economy. All of these players were too tightly grouped in braking and roadholding to draw significant distinctions, but for the record, the Fusion did tie with the Altima at 0.80 g for top marks on the skidpad. The suspension feels nicely taut, well planted. The tires communicate more than the Camry’s and speak in tones more refined than the Altima’s.

As in the Altima and the Camry, the power delivery of the Fusion’s CVT is hard to hold steady in cruising conditions. The test logs include many comments about “surging.” Engaging the cruise control deals with it every time.

Ford really hit all the marks with this hybrid Fusion, combining excellent fuel economy with slick manners and an engrossing personality. Fun and fuel economy have finally gotten married in a mid-size sedan.

2010 Ford Fusion Hybrid vs. Camry Hybrid, Altima Hybrid, and Malibu Hybrid - Photos





















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1908 FORD Model R

2000-2007 Ford Trucks

by the Auto Editors of Consumer Guide

As the 2000s began to unfold, Ford demonstrated a focus on improving the models already on their roster, as well as adding more options to their lineup -- especially in the area of ever-larger trucks and SUVs.



Ford began the 21st century by releasing a new super-sized sport-utility vehicle bigger than anything else on the market -- or that had ever been on the market. Called the Excursion, it rode the Super Duty truck chassis that also hosted Ford's F-250 HD pickups. This maximum-duty behemoth dwarfed its closest rival, the Chevrolet Suburban, by being longer, wider, taller, and nearly a ton heavier.

Over the years the Excursion took some gaff for its poor fuel economy, but with gas prices relatively low at its introduction, buyers were attracted to its cavernous interior and high towing limits.

Ford also joined forces with Harley-Davidson as the new century began.

2000 Ford Trucks

In addition to the extra-large Ford Excursion for 2000, Ford joined forces with Harley-Davidson to produce a special-edition F-150 pickup truck called -- appropriately -- the Harley-Davidson F-150.

This marriage of two icons was a marketer's dream come true, as it had crossover appeal to both pickup truck and motorcycle enthusiasts. The Harley-Davidson F-150 came only as a SuperCab with Flareside bed, and it featured distinct interior trim, special wheels and grille, and unique Harley-Davidson badging. It was offered in any color the customer wanted -- as long as the customer wanted black.

2000 Ford F-150 Harley-Davidson pickup and the Harley-Davidson motorcycle

An agreement with Harley-Davidson Motor Company produced the new-for-2000 F-150 Harley-Davidson pickup truck. Available only in SuperCab form -- and only in black --it was powered by a 260-hp 5.4-liter V-8.

2000 Ford Excursion

The big news -- literally -- in Ford-trucks for 2000 was the new full-size-plus Excursion. Based on the Ford F-250 HD Super Duty pickup truck platform, it was advertised as the world's biggest, heaviest sport-utility vehicle. Indeed, its 227-inch length stretched out 22 inches further than an Expedition's (no small fry itself), and at 7087 lbs., was nearly a ton heavier. Engine choices included a 5.4-liter V-8, 6.8-liter V-10, and a 7.3-liter turbodiesel V-8.

2000 SVT Lightning

The hot SVT Lightning with its 360-horsepower supercharged V-8 could run the 0-60-mph dash in under six seconds.

2000 Ford Explorer

Explorer was little changed for 2000, continuing to be offered in four-door form (shown) and as the two-door Explorer Sport.

2000 Ford Expedition

As a consolation for no longer being Ford's biggest SUV, the Expedition got optional front side airbags and rear obstacle detection for 2000.

With the exception of one compact SUV, Ford's offerings for 2001 were super sized.

2001 Ford Trucks

The 2001 model year was another big one for Ford truck enthusiasts. Balancing the huge Excursion SUV introduced for 2000 was the compact Escape, which came with either an economical four-cylinder engine or powerful V-6. Also arriving for 2001 was a version of the Ford Explorer SUV with a short, open bed in back rather than an enclosed cargo area. Called the Sport Trac, it was essentially a crew-cab pickup, but offered better interior accommodations than most compact rivals.

Speaking of crew cabs, the Ford F-150 also gained a version for 2001. Called the SuperCrew, it marked the first time a full-size 1/2-ton pickup was available with four full-size doors. Previously, crew cabs were only available on 3/4-ton-and-up trucks. So popular was this body style that the Harley-Davidson F-150 pickup truck became a SuperCrew for 2001.

Also for 2001, a more powerful engine was offered on the Explorer SUV and Ranger truck, and the Ranger gained a sporty version called the Edge. Buyers wanting to tow large fifth-wheel trailers in style were offered a decked-out four-door Ford F-650 truck model called the Super CrewZer.

2001 Ford Escape

Ford's biggest truck news for 2001 was the Escape compact SUV. The design was a joint effort with Mazda, Ford's Japanese affiliate, which offered its own version as the Tribute. Escape quickly rose to the top of its class in sales thanks to a winning combination of car-like driving traits, user-friendly utility, and attractively low prices.

A lone four-door wagon body style was offered with a choice of four-cylinder or V-6 power, front-wheel drive or optional all-wheel drive, and initially, XLS and uplevel XLT trim. Anti-lock brakes and front side airbags were among the options.

2001 Ford Explorers

Explorer made few changes for an abbreviated 2001 model year.

2001 Explorer Sport Trac

Pickup or SUV? The Explorer Sport Trac was both. Released in early calendar 2000 as a 2001 model, it combined the Explorer's front end and cabin with a four-foot-long cargo bed.

2001 Ford F-150 SuperCrews

With the addition of a new SuperCrew crew-cab body style for 2001, the F-150 became the first 1/2-ton pickup to offer four conventional side doors. Previously, crew cabs were offered only in 3/4-ton-and-up pickups.

2001 F-650 Super CrewZer

New to the Super Duty line for 2001 was the huge F-650 Super CrewZer, which featured a 300-hp turbo-diesel V-8 and luxury interior.

The Ford Explorer SUV received a redesign after 11 years on the market in 2002.

2002 Ford Trucks

For 2002, the Ford Explorer SUV received a complete redesign, the first since its introduction 11 years earlier. New were a third-row seating option and standard independent rear suspension. Also that year, the popular Harley-Davidson F-150 pickup truck got a horsepower boost courtesy of a supercharger for its 5.4-liter V-8, and for the first time was available in grey as well as black.

2002 Ford Explorer

A redesigned Explorer was introduced as an early 2002 model.

2002 Ford Explorer in action

The 2002 Ford Explorer featured a roomier interior, available third-row seating, and class-exclusive independent rear suspension.

2002 Ford Ranger FX4

Ford Ranger added an off-road-ready FX4 four-wheel-drive version for 2002 with heavy-duty springs, 31-inch tires, and heftier skid plates.

2002 Ford F-150 Harley-Davidson

An even hotter F-150 Harley-Davidson SuperCrew arrived for 2002 and came in the traditional Harley black, but also in a new Dark Shadow Grey, pictured here. Other features included a bright "billet" grille, unique 20-inch chrome wheels, low-riding suspension, and a posh cab with leather upholstery and brushed-metal accents.

Supercharged 5.4-liter V-8 Ford engine

This third limited-edition Harley-Davidson Ford F-150 pickup truck also offered a potent supercharged version of Ford's 5.4-liter V-8 making a stout 340 horsepower.

Ford celebrated its centennial in 2003.

2003 Ford Trucks

The biggest news for 2003 was not a product, but rather a celebration -- that of Ford's 100th anniversary. An event held in the company's hometown of Dearborn, Michigan, attracted thousands of Ford fans eager to join in the festivities. To commemorate the anniversary, Ford introduced special Heritage Edition F-150s with two-tone paint and interior treatment, along with "1903-2003" Heritage Edition badges.

Other specially trimmed pickups offered that year were the Harley-Davidson F-150 with "100th Anniversary Edition" badges and available black-over-silver paint, and the King Ranch F-150 with rich leather upholstery and other unique features. Also for 2003, Expedition earned a redesign, gaining independent rear suspension and the industry's first power-folding third-row seat.

Old meets new in a centennial press photo

Ford's PR department worked overtime on historically themed press photos to trumpet the company's 2003 centennial. Among them was this pairing of an early Model T touring car with a Super Duty F-250 crew cab pickup truck, one of the most popular models in Ford's "big rig" line.

2003 Ford Expedition

Expedition was redesigned for 2003, gaining independent rear suspension and availability of the industry's first power-folding third-row seat. Options included anti-skid control and curtain side airbags.

2003 F-150 SuperCrew

Top-line King Ranch trim, introduced with the F-150 SuperCrew (shown above), was made available for Flareside SuperCab models for 2003.

King Ranch trim seating in the Ford F-150

A closer look at Ford's luxurious King Ranch trim.

2003 Ford Lightning

The Lightning's supercharged 5.4 V-8 gained 20 hp for a total of 380.

Two new types of F-150 trucks and an abundance of design options highlight Ford's 2004 truck offerings.

2004 Ford Trucks

Two different styles of Ford F-150 pickup trucks were offered by Ford for the 2004 model year. The first was a selection of carry-over 2003 models in regular-cab and SuperCab form called F-150 Heritage. The other was a completely redesigned truck with new styling inside and out, as well as a new chassis.

Regular-cab versions of these Ford F-150 trucks gained narrow, rear-hinged "quarter doors" in back that were similar to the SuperCab's "half doors" and allowed easy access to the cargo area behind the front seats. Only the new version offered a SuperCrew body with four conventional doors. The Heritage disappeared after 2004, presumably kept in the lineup only until production could be ramped up on the new F-150 version.

The Harley-Davidson edition Ford truck returned for 2004, but instead of being based on the F-150, it appeared in the F-250 Super Duty line. It was offered in SuperCab or SuperCrew form, with four-wheel drive, a choice of 6.8-liter V-10 or 6.0-liter V-8turbodiesel power, and a black-and-orange (Harley-Davidson's official colors) paint scheme. Also for 2004, the Windstar minivan was updated and renamed Freestar.

2004 Ford Expedition

The Ford Expedition returned from its 2003 makeover with few changes.

2004 Ford F-150s

Ford's 2004 F-150 pickup trucks were offered in five trim levels, each with specific styling details. Shown (from left) are the XLT, STX, Lariat, and FX4.

Redesigned 2004 Ford F-150 interior

The new Ford F-150 truck interiors were redesigned with a modern, hi-tech look.

2004 Harley-Davidson edition F-250

This year's Harley-Davidson edition Ford truck was a 4WD Super Duty F-250 crew cab with standard two-tone paint.

A selection from Ford's 2004 heavyweight offerings

Ford's heavyweight F-650 and F-750 series trucks offered an expanded 2004 lineup with a bewildering array of choices. There were now no fewer than eight basic models spanning three cab styles, 38 wheelbase/cab combinations, three engines, 14 power ratings, 19 transmissions, and eight seating packages. Uplevel models, like the one shown above, wore a chrome version of the imposing "nostril" grille that made the big-rig Fords hard to miss.

Ford goes green and crosses over in 2005.

2005 Ford Trucks

Ford trucks began going green for the first time on a large-scale basis (never mind a few previous prototypes) in 2005. New this year was a gas/electric hybrid version of the Ford Escape compact SUV. Its drivetrain coupled a four-cylinder engine with an electric motor, and the vehicle would run on a combination of the two or on either source alone depending on conditions. Fuel economy was impressive, with EPA ratings (33 city/29 highway) that bested the regular four-cylinder model by a substantial margin.

Also new this year was a car/SUV "crossover" called the Ford Freestyle. Larger than the Escape, less trucklike than the Explorer, it could seat up to seven and featured Ford's first Continuously Variable Transmission (CVT).

Dropped at the end of the 2005 model year was the big Excursion sport-utility vehicle. Its demise coincided with soaring gas prices but wasn't decided by them; Ford's determination to drop it had been made long before, as sales had been sagging for some years.

2005 Escape Hybrid

Although delayed by some two years, the 2005 Escape Hybrid was still in time to give Ford the first hybrid SUV. A special 2.3-liter gasoline four-cylinder engine and a battery-powered electric motor were combined with a continuously variable automatic transmission.

The vehicle could run on either or both power sources, depending on driving needs. The CVT helped optimize the maximum 155 horsepower for performance roughly between that of the regular four-cylinder and V-6 Escapes. Sales were strong from day one.

2005 Ford Freestyle

Freestyle was Ford's new 2005 entry in the fast-growing market for car-based "crossover" SUVs. Offered with front- or all-wheel drive, the Freestyles came with a 3.0-liter V-6 and new continuously variable transmission (CVT).

Three rows of seats could accommodate up to seven passengers. Front side airbags and curtain side airbags were optional, as were power adjustable pedals, rear-seat DVD entertainment, and rear obstacle detection.

2004 Ford Excursion

The Ford Excursion also got a fresh face for what would turn out to be its swan-song year. Sales of the gargantuan SUV had been sliding in the face of higher gas prices.

2005 King Ranch edition Ford F-150

The luxury King Ranch edition returned to Ford's F-150 truck line for 2005 after a one-year hiatus.

2005 Ford middleweight truck

Middleweight Ford F-450 and F-550 Super Dutys were restyled for 2005 with Ford's signature "nostril" truck grille.

The Ford Ranger truck and Explorer SUV get updated looks in 2006, but another SUV says goodbye.

2006 Ford Trucks

Since its introduction for 1991, Ford's Explorer had always been the number-one-selling SUV in the United States. To keep it on top, a revised version was introduced for 2006 featuring bolder styling, a redesigned interior, and an updated chassis. A more powerful V-8 was offered, too, mated to a new six-speed automatic transmission.

The Harley-Davidson edition Ford pickup truck returned to the F-150 line for 2006, taking the form of a SuperCab with two- or four-wheel drive and a 5.4-liter 300-horsepower V-8. Aside from that, other trucks received only minor changes that year, as Ford was concentrating its efforts on cars.

2006 Ford Ranger

The Ford Ranger pickup truck was restyled for 2006 to align it with the corporate "Ford Truck look."

2006 Ford Ranger's modernized dashboard

Ranger's 2006 updates included a more modern dashboard.

2006 Ford Explorer

Explorer fended off new competition with a comprehensive 2006 makeover. Among the many changes were a re-engineered structure, revised suspension, reworked interior, bold front-end styling, and an available 292-horsepower V-8.

2006 Ford Super Duty Lariat

Super Duty pickups with top-line Lariat trim added several formerly optional features. A new Amarillo package dressed the Lariat Crew Cab with Blazing Yellow paint and 18-inch forged-aluminum wheels.

Several of Ford's 2006 Class 6 and 7 offerings

The brawny Ford F-650/F-750 cab/chassis was a solid foundation for all sorts of applications. The choice of regular cab, extended SuperCab, and four-door crew cab was a big plus in the commercial Class 6 and Class 7 truck markets.

Ford's F-150 remained a top seller in 2007, and a new Harley-Davidson edition kept the F-250 at the top of its game.

2007 Ford Trucks

As Ford moved into the 2007 model year, its F-150 continued as one of America’s best-selling vehicles. For the first time this year, it was available with a navigation system. Base prices for the F-150 ranged from $18,275 for the two-wheel drive V6 regular cab to $39,355 for the four-wheel drive Harley-Davidson SuperCrew crew cab.

2007 Ford XLT F-150 FX2 Sport

This two-wheel drive XLT model Ford F-150 is equipped with the FX2 Sport package, which included such features as special interior and exterior trim, color-keyed bumpers, and a chrome exhaust tip.

2007 Ford F-250 Harley Davidson

The 2007 Harley-Davidson package added $5,450 to the base price of an F-250 pickup truck, and it included special badging, wheel lip moldings, chrome step bars, rubber bed mat, and polished 20-inch alloy wheels. The package required the 6.0-liter turbodiesel V8 engine, automatic transmission, and electronic transfer case.

2007 Ford F-250 Harley Davidson interior

The Ford F-250 Harley Davidson package spiffed up the interior with special leather upholstery, quad bucket seats, leather armrests, and unique adjustable pedals. It also included heated trailer-tow mirrors with integrated turn signals, and a power-sliding rear window.

2007 Ford F-250 Super Duty Outlaw

Available on Ford F-250 Super Duty four-wheel drive Lariat crew cabs was the $1,580 Outlaw package. It included front captain chairs, center console, steering wheel climate controls, color-keyed bumpers and grille, chrome tubular side steps, rubber floormats, unique interior and exterior trim, and chrome exhaust tips. The Outlaw package required heated power telescoping trailer tow mirrors.

Although the Ford Motor Company is currently suffering some financial woes, it has faced adversity before and come out stronger than ever. And if the company's activities in the early part of the 21st century are any indication, there's a lot to look forward to in the coming years.