United States

Please note: Some video and audio content may expire after 30 days

ABC World News with Diane Sawyer, Oct-26-2010 –

Pkg:  Chris Bury    6:38pm   

Ford is one of the most spectacular turnaround stories in the history of American business.  Today, Ford said it made $1.7 billion in 3Q profits.  It’s Ford’s sixth-straight quarterly profit.  Ford also promised more growth and jobs to come.  Ford is adding 1,200 jobs at seven plants, thanks in part to Michigan taxpayers.  All three Detroit automakers got Michigan state tax breaks today worth more than $2 billion to help create thousands of new jobs.  Ford, which is the only automaker not to take bailout money, leads the way.  Pickup trucks are the biggest sellers.  Ford CEO Alan Mulally says he sees a gradual recovery of the economy.  Ford shed brands, shut factories and slashed payrolls, so it could make more money selling fewer cars.  Mulally says Ford came through the recession and kept investing in the future.  (SB:  Alan Mulally, Ford CEO; Chad Maks, Ford employee; Jeremy Anwyl, Edmunds.com)

http://mms.tveyes.com/ExpandGuest.asp?ln=487541

You can request more information at www.mattford.com

www.ford.com

DEARBORN — The all-new Ford Focus will take dynamic driving to new levels with optionally available handling packages on SE and range-topping Titanium model.

Driving dynamics and responsive handling have been elevated across the entire all-new Focus range for 2012. All Focus models feature standard specifically tuned electric power-assisted steering (EPAS) system, independent Control Blade rear suspension and torque vectoring control. These features combine to make Focus more agile and confidence-inspiring for enthusiast and normal drivers alike.

“Our enthusiast customers told us exactly what they want in an all-new Focus,” said Mark Rushbrook, Ford vehicle dynamics manager for the 2012 Ford Focus. “They asked us to give Focus more responsive handling, and they asked that we develop and offer a factory-engineered handling package with beefier suspension hardware. We’ve done just that, fine-tuning a pair of available packages for mid-level SE and up-range Titanium models.”

The automotive enthusiast community should appreciate the sharpened handling offered in the volume-series Focus SE four-door sedan and five-door hatchback. The SE Sport Package features sport-tuned suspension, 16-inch aluminum wheels, sport seats, four-wheel disc brakes, piano black grille, metallic interior trim accents, leather-wrapped steering wheel and standard five-speed manual transmission.

Focus SE Sport Package four-door models add a rear spoiler, while all SE Sport Package models with the PowerShift™ dual-clutch transmission add SelectShift Automatic™ functionality for manual override gear selection. SE Sport Package is the only mid-level Focus model to offer premium Yellow Blaze Metallic Tri-coat paint, as well.

Two additional wheel packages are offered with the Focus SE Sport Package. A 16-inch machined alloy wheel with painted pockets is offered as an upgrade, while serious enthusiasts may wish to add the 17-inch machined and painted alloy wheel option.

The range-topping Focus Titanium model is fitted with the sport-tuned suspension as standard equipment. This includes stiffer springs and dampers.

Enthusiast buyers specifying a Focus Titanium sedan or hatchback can add the Titanium Handling Package with optimized suspension components, special 18-inch alloy wheels, low-profile summer performance tires and a trunk-mounted full-size spare.

“Focus enthusiasts spoke and we listened, providing them with additional packages,” said Rushbrook, an active amateur Sports Car Club of America (SCCA) racer. “Serious drivers looking for even more grip in the corners will really appreciate the SE Sport and Titanium Handling Packages.”

North American Ford Focus hatchback and sedan with optional handling packages will go on sale – in SE and Titanium trim series levels – at Ford dealerships in early 2011.

You can request more information at www.mattford.com

www.ford.com

by James R. Healey | United States (Copyright 2010)

USA Today, Oct-21-2010 – ROMEO, Mich. – After more than a decade of development, Ford Motor is about to launch the first back-seat safety belts with built-in air bags.

They’ll be optional, about $395, on the 2011 Explorer SUV that begins trickling into dealers in December. Ford detailed the bags at an Explorer briefing at its vehicle test center here. The bags are sewn inside special safety belts and pop out into sausage-shaped tubes in a crash.

Ford says they spread crash forces over five times as much area, reducing the impact on passengers.

“It’s clever. It works,” says Jim Hall, head of 2953 Analytics, an auto industry consultant. “You’ll see it in other cars” as soon as competitors decide customers want the feature.

Ford says the design is its own, not – as often is the case in the auto industry- the brainchild of a component supplier.

Automakers have mulled ways to give rear-seat passengers crash-safety features comparable to what front-seat occupants have. Side-impact and head-protection bags for rear passengers have been in cars for years. But protecting the fronts of rear riders has posed a bigger challenge.

The logical place for large, conventional front-impact bags is in the backs of the front seats. But front seat occupants slide seats back and forth for best comfort, denying automakers a fixed surface, such as the dashboard, in which to mount the bags.

Ford isn’t arguing that the belt-mounted bags will do the same job as bigger front-crash bags do but says the belt bags should dramatically reduce chest and neck injuries.

Initially, the inflatable belts will be available only on Explorer and only in the two outboard seating positions in the second row of the three-row Explorer. Eventually, Ford plans to roll out the feature globally and possibly use it in other seating positions.

The breakthrough, Hall says, was developing a way to inflate the belt bags with cold gas, rather than the heated gases that inflate other air bags. “People don’t want a pyrotechnic event on their chests.” Heated gas would be uncomfortable and potentially could burn occupants. Belt bags rest against the passenger without the space between bag and body that front-impact bags normally have.

Ford says it tried numerous ways to inflate the belt bags before settling on the final cold-gas system. A cylinder under the seat shoots its contents of cold gas through a special safety-belt buckle and into the bags in a crash.

Ford spokesman Wesley Sherwood says that more than 90% of those who tested the belts found them at least as comfortable as conventional belts because the thickness of the bag folded inside the belts makes them feel softer. That alone could be a safety feature, Ford says, if it encourages more rear-seat occupants to use belts.

Government data show 82% of front occupants use belts, while 61% of rear occupants do.

Request more information at www.mattford.com

The best thing about the new MyFord Touch interface for operating things like audio and climate controls is that thanks to voice command capability, you don’t necessarily have to touch anything at all.

The latest update to the ever-expanding Ford Sync universe, MyFord Touch includes an eight-inch video touch screen that replaces hard keys for many functions. Other controls are replaced with touch-sensitive buttons. It also includes two 4.2-inch customizable dash displays that flank the speedometer and can be configured a number of ways.

But the real beauty part is that Ford engineers expanded Sync’s vocabulary from about 1,000 to 10,000 words. That means you don’t even have to mess with the video screen or touch-sensitive buttons most of the time, and that is a good thing. Because neither the screen nor the buttons are as easy to use as old-fashioned knobs.

Touch screens require you to take your eyes off the road to see where you’re tapping, and it’s easy to miss the right spot if you hit a bump. And touch-sensitive hard-key buttons tend to either not respond at all, or make bigger adjustments than you want. Thankfully, the voice commands generally work well. Feeling chilly? Ask for a warmer temperature. Want to listen to 101.7 FM? Ask for it. In fact, demand it.

I began using MyFord Speak, er, Touch right away, when I left the dealer’s lot in the brand-spanking-new $37,625 Ford Edge SEL I bought the other day for our test program. I found the system easy enough to learn on the fly that I didn’t have to break out the weighty owner’s manual. Plus, the Edge still has traditional knobs for audio volume and fan speed, two of the most-common functions. Our recently purchased $50,235 Lincoln MKX has a more sophisticated version that does away with knobs altogether.

The customizable dash screens are an interesting idea. They are controlled using steering-wheel-mounted five-way switches, not unlike those found on a TV remote. The left side is used for vehicle information and lets drivers choose things like what the tachometer display looks like, or whether fuel economy  or the trip odometer is displayed. You can also turn features like blind-spot warning and park assist on or off. The right side is for climate and infotainment, and it can display information also available on the eight-inch screen, like radio station or phone function. That way, the information you choose is closer to your line of sight.

System functions are color coded on the dash screens and eight-inch display. Climate is shown in blue, entertainment in red, telephone in yellow, and navigation in green. Like the small screens, drivers can choose what is displayed on the center screen.

While Ford insists MyFord Touch simplifies things, makes it easier to keep your eyes on the road, and will reduce driver distraction, we think the jury is still out.

Based on our initial experiences, the voice command feature works pretty well, but it is not perfect. The touch-sensitive buttons are flawed at best, and the changeable displays could easily be far more distracting than a simpler interface. Still, if you stick with using voice commands, the system might make it easier to keep your eyes on the road.

Just get used to talking to your car, a lot.

Once we rack up more miles on these vehicles, we’ll share further insights and experiences.

You can request more information at www.mattford.com

DEARBORN — The 2.0-liter engine coming early next year to the North American version of the 2012 Ford Focus will be one of the first on the market to combine the technology of gasoline direct injection (DI) with twin independent variable camshaft timing (Ti-VCT) and E85 flex fuel capability.

The combination of these technologies help make the dual-overhead-camshaft (DOHC) Focus 4-cylinder one of the most powerful, fuel-efficient and refined engines in its class and one of the most advanced non-turbocharged four-cylinder powerplants Ford has ever offered. Horsepower is rated at 160 and torque 146 lb.-ft., up from 140 and 136 respectively in the 2011 Ford Focus.

Direct injection improves fuel economy and performance by delivering the precise amount of gasoline right into the combustion chamber. The advanced fuel injection system works in concert with Ti-VCT, which adjusts the valve timing for optimum performance, helping Focus achieve an estimated 40 mpg highway with automatic transmission. And flex fuel capability gives drivers the choice of using less-expensive E85, a blend of 85 percent ethanol and 15 percent gasoline.

The direct-injected 2.0-liter Ti-VCT I-4 also serves as another example of Ford delivering fuel economy leadership by using advanced technologies to produce surprising power from minimal displacement. The engine can deliver outstanding fuel economy and emissions along with the throttle response, performance and flexibility expected from a world-class engine.

“By combining direct injection and Ti-VCT, we’ve been able to make a quantum leap in fuel economy and performance,” said Derrick Kuzak, group vice president, Global Product Development. “We’re meeting the goals of our global powertrain strategy, and we now have another key engine in our lineup.”

Core engine technologies
As a DOHC design, the 2.0-liter I-4 uses two camshafts: one to open the intake valves and one to open the exhaust valves. Traditionally, camshafts have only been able to open the valves at a fixed point, defined during engine design and manufacture. But with modern variable cam timing systems, the camshafts can be rotated slightly relative to their initial position, allowing the cam timing to be advanced or retarded.

Ti-VCT takes this technology and applies it to both the intake and exhaust camshafts of its DOHC design, using electronic solenoid valves to direct high-pressure oil to control vanes in each of the camshaft sprocket housings. By using one oil control solenoid per camshaft, controlled by the electronic control module, each intake and exhaust cam can be advanced or retarded independently of the other as engine operating conditions change, providing an exceptional degree of valve timing control.

“The overlap control via Ti-VCT helps us eliminate compromises in the induction and exhaust systems,” said Jamie Hanshaw, Ford VCT technical specialist. “Drivers will notice improved low-end power and better fuel economy. And there are benefits they won’t notice too, like reduced emissions overall, especially at part-throttle.”

Fuel metering duties on the 2.0-liter I-4 are handled by an injection system that precisely delivers a fine mist of fuel directly into each cylinder for optimal performance, economy and emissions. Unlike port fuel injection (PFI) engines that spray fuel into the intake system, the direct injection system puts the fuel in the combustion chamber, exactly where it needs to be for combustion.

Thanks to DI, the engine can safely operate at a high 12:1 compression ratio, compared with the 2011 Focus PFI engine’s 10:1 ratio, further enhancing power and efficiency. And unlike most competitive direct injection systems, the engine will be E85 flex fuel-capable.

The high-pressure fuel injectors are positioned to the side of each cylinder, aiming the fuel directly into the cylinder adjacent to a high-intensity spark plug and alongside the intake and exhaust valves. Fuel is sprayed into the cylinders at pressures of up to 2,150 pounds per square inch, which is about 35 times more intense than PFI injection.

“The DI system creates an incredibly fine spray of gasoline that’s injected directly into the combustion chamber at the precise moment it’s needed, eliminating a lot of the compromises of traditional fuel systems,” explains Scott Makowski, I-4 engine manager. “It sounds simple, but months of testing and computer simulation went into finding the exact injector spray pattern, where in the cylinder to aim the spray, and even the piston dome design.”

The Denso high-pressure fuel injectors use internal solenoids to precisely switch the flow of fuel on and off. Fuel flows through six tiny outlets – like pinholes – in each injector, and each spray is positioned to provide benefits in fuel economy and emissions. A sophisticated electronic control system varies the timing and intensity of the fuel delivery according to engine operating conditions.

Attention to detail yields fuel economy improvements
Complementing the efficiencies introduced by Ti-VCT and DI, every aspect of the proven 2.0-liter I-4 was examined to identify ways fuel economy could be improved. Key strategies focused on reducing internal engine friction and reducing overall weight.

Computer modeling indicated areas where friction reduction strategies would pay the most dividends. The valvetrain received a fine surface treatment to present the smoothest surface possible. Piston skirts are treated with a special low-friction coating, and the oil pump and its drive ratio are sized for the exact capacity requirements of the new 2.0-liter engine.

Accessory drive friction was also reduced through a series of actions. Electric power-assisted steering (EPAS) eliminates the drag of an engine-driven power steering pump, while the use of so-called stretchy belt technology removes friction in the form of a belt tensioner on the air-conditioning compressor drive system.

Additionally, an overriding alternator decoupler – essentially a special pulley that reduces certain types of vibrations – allows the alternator and water pump drive belt to operate at a much lower tension than is typically used, further reducing frictional losses.

To keep overall powertrain weight as low as possible, the block, cylinder head and oil pan – traditionally the heaviest engine components – are aluminum castings. To increase rigidity, these elements are ribbed for additional strength and durability. Pistons are cast aluminum as well, with the light weight helping to reduce reciprocating mass.

Composite material is employed to keep intake manifold weight to an absolute minimum, while allowing for induction routing to increase thermal efficiency and improve low-end torque characteristics.

“The new Focus will be among the global leaders in fuel economy and CO2 emissions,” said Kuzak. “We will continue to pioneer new technologies beyond launch, including the zero-emissions Focus Electric BEV launching in North America in 2011. Throughout its life cycle, Focus in all forms, in all regions, will demonstrate the Ford commitment to deliver unsurpassed fuel economy on a truly global scale.”

The engine will be manufactured in Ford’s Dearborn, Mich., Dearborn Engine Plant.

To request more information go to www.mattford.com

By DALE JEWETT on 10/19/2010

The redesigned 2012 Ford Focus will get an estimated 40 mpg in highway driving with an all-aluminum 2.0-liter engine mated to a six-speed, dual dry-clutch automatic transmission.

The normally aspirated engine combines variable camshaft timing and high-pressure direct fuel injection to crank out 160 hp and 146 lb-ft of torque. That compares with 140 hp and 136 lb-ft from the aluminum 2.0-liter engine used in the current-generation Focus.

The 2012 Ford Focus will be fitted with an electric power steering system to reduce the load on the engine.

Ford will build the 2.0-liter engine for the 2012 Focus in Dearborn, Mich. Production of the 2012 Focus is set to begin late this year in Wayne, Mich., with the car going on sale in early 2011.

You can request more information at www.mattford.com

www.bonnerspringsford.com

www.ford.com

RICHMOND — Ford Motor Company and Dominion Virginia Power announced they are coordinating efforts to help prepare Virginia for the operation of electric vehicles. Ford and Dominion will work together to develop consumer outreach and education programs on electric vehicles as well as share information on charging needs and requirements to ensure the electrical grid can support the necessary demand. 
 
“Over the next two years, Ford plans on bringing five new electrified vehicles to market including the Transit Connect Electric later this year and the Focus battery electric in late 2011,” said Nancy Gioia, global director of Electrification, Ford Motor Company. “We know there is an incredible excitement for electric vehicles in Virginia and across the country. To support the rollout and acceptance of these vehicles, it is crucial to work with local utilities, like Dominion, to make sure the necessary infrastructure is ready.”
 
Cooperation between Ford and Dominion also involves working with the state and local governments on the most efficient ways to bring EVs to the state of Virginia. Government support for infrastructure and an easy charging station permitting process are considered to be two key elements to electric vehicle acceptance in Virginia and across the country.
 
“Dominion Virginia Power is committed to ensuring electric vehicles flourish in the state of Virginia,” said Ken Barker, vice president, Customer Solutions & Energy Conservation, Dominion. “Our reliable electric system, along with responsible rates, will be key factors in the growth and adoption of electric vehicles among our customers. Electric vehicles will be an exciting part of our future at Dominion Virginia Power and we are ready for it.”
 
The collaboration between Ford and Dominion was announced during Ford’s “Charging into the Future Electric Vehicle Tour.” The 14-city tour, which kicked off at Portland State University in Portland, Ore., in August, promotes Ford’s electric vehicle strategy and educates consumers about what to expect from electrified automobiles and what is needed from the public and private sector to support this new technology.
 
Over the next two years, Ford will introduce five electrified vehicles. Later this year, Ford and its partner Azure Dynamics will introduce the Transit Connect Electric small commercial van. The Ford Focus Electric passenger car will be available in late 2011, followed by introductions of two third generation lithium-ion battery hybrids and a plug-in hybrid in 2012.
 
These vehicles will achieve breakthrough efficiency; some, like the pure battery electric vehicles Ford Transit Connect Electric and Focus Electric, will use no gasoline at all.
 
Electrification is an important piece of Ford’s overall product sustainability strategy that includes a range of fuel-efficient and alternative-fuel technologies such as EcoBoost™ engines, six-speed transmissions, power-assisted steering, aerodynamic improvements and light-weighting materials. Ford’s electrification strategy also leverages the most fuel-efficient powertrains, the most technically competent hybrids and global vehicle platforms to develop affordable choices for consumers.

 You can request more information at www.mattford.com

www.ford.com

www.bonnerspringsford.com

ROMEO, MI – A V-6 used to be an engine fullsize-pickup buyers were forced to accept by a tight budget, not something they really wanted.

It was the base engine on the cheapest version of the truck, and it usually was given short shrift by both engineers and marketers.

At Ford, the situation deteriorated to the point where the V-6 was so overmatched by the weight of the vehicle, bigger V-8s actually got better fuel economy. In 2008, Ford stopped offering a V-6 on the F-150 altogether.

Ford stands tradition on its head here at its Romeo, MI, proving ground, giving two V-6s equal or better billing with two powerful new V-8s being introduced on the F-150.

The aim is to boost corporate average fuel economy ratings and satisfy consumer demand for less thirsty trucks, but that’s easier said than done in the realm of big pickups.

In this segment, the need for adequate power to tow and haul heavy loads frequently trumps the desire for efficiency, especially when fuel in the U.S. remains relatively cheap.

Even so, Doug Scott, marketing manager-Truck Group, says that in surveys, 70% of F-150 customers say better fuel economy is what they would most like improved in their truck.

This research led to Ford’s announcement that the base 3.7L V-6 in the ’11 F-150 will deliver 23 mpg (10.2 L/100 km) on the highway, which the auto maker says makes it the most fuel-efficient fullsize pickup in the industry.

However, engineers are quick to point out the engine also makes a hefty 302 hp and 278 lb.-ft. (377 Nm) of torque which also are best in the segment.

But the real star of the show is Ford’s twin-turbocharged 3.5L gasoline direct-injection EcoBoost engine. Named one of Ward’s 10 Best Engines last year when tested in the Taurus SHO, it now makes a convincing case that V-6s not only can do the work of V-8s when calibrated for the F-150, it can fill in for a light-duty diesel as well.

The EcoBoost is expected to be a $1,750 option over the base 3.7L V-6, pricier than the $1,000 premium for the 5.0L V-8, which features 360 hp and 380 lb.-ft. (515 Nm) of torque at 4,250 rpm.

In the F-150, the EcoBoost pumps out a whopping 420 lb.-ft. (569 Nm) of torque at a mere 2,500 rpm, on regular fuel. That’s an increase of 70 lb.-ft. (95 Nm) over the SHO and bests most V-8s.

Ford’s new 411-hp 6.2L V-8, a $3,000 option on the F-150, has slightly more twist than the EcoBoost with 434 lb.-ft. (588 Nm), but it does not hit its torque peak until 4,500 rpm, 2000 rpm higher than the 3.5L V-6.

On Ford’s test track here, the EcoBoost easily ascends steep grades while pulling a 6,500-lb. (2,948-kg) trailer. Surprisingly, even Chrysler Group LLC’s beefy Hemi V-8, with 407 lb.-ft. (552 Nm) of torque, requires much higher rpm to make similar climbs.

Ford says maximum tow capacity for the V-6 will be 11,300 lbs. (5,126 kg), the same as the 6.2L V-8.

The EcoBoost will not be available in the F-150 until early next year, and fuel-economy numbers are not yet available, but Ford promises they will “establish a new benchmark.”

“This is why we don’t need a light-duty diesel,” a Ford official says.

You can request more information at www.mattford.com

www.bonnerspringsford.com

www.ford.com

DEARBORN — Ford Motor Company is launching the most fuel-efficient full-size pickup of any manufacturer – the all-new 3.7-liter V6 engine in the 2011 F-150. It is projected to deliver best-in-class 23 mpg highway, pending EPA certification.

The new 5.0-liter V8 engine is projected to deliver best-in-class 21 mpg highway, pending EPA certification.

“The all-new engine lineup for the 2011 Ford F-150 is focused on delivering what matters most to truck customers – best-in-class power, capability, durability and fuel economy,” said Barb Samardzich, vice president of Powertrain Engineering. “Each engine offers an unequaled combination of these attributes.”

The new 3.7-liter V6 is projected to deliver 16 mpg city and 23 mpg highway in 4×2 configuration. The new 5.0-liter V8 is projected to deliver 15 mpg city and 21 mpg highway in 4×2 configuration. No manufacturer offers better fuel economy numbers in these respective segments.

“Seventy percent of F-150 customers said better fuel economy is what they’d like improved most in their truck,” said Doug Scott, Truck Group marketing manager. “The 2011 Ford F-150 does exactly that with best-in-class fuel economy, best-in-class capability and power, and more powertrain choices to suit their different needs.”

The new V6 and V8 make up half of an all-new powertrain lineup for the 2011 Ford F-150, part of the most extensive engine makeover in the 62-year history of F-Series. Also new for 2011 are the 6.2-liter V8 and 3.5-liter EcoBoost™ truck engine. The EcoBoost will be available in early 2011. Trucks with the 3.7-liter V6, 5.0-liter V8 and 6.2-liter V8 will arrive in dealer showrooms later this year.

Each engine is mated to a fuel-saving six-speed automatic transmission. Ford is the only manufacturer to equip its entire full-size pickup lineup with six-speed gearboxes as standard.

This versatile new powertrain lineup enables F-150 customers to choose the engine that best suits their needs.

Several other improvements help increase fuel economy
The extensive work to maximize the efficiency of each engine is complemented by additional improvements to the transmission and other areas of the new F-150.

The tried-and-true 6R80 six-speed automatic transmission has been upgraded to bring available customer conveniences such as SelectShift capability with progressive range select and manual mode to the F-150 for the first time.

The transmission has been optimized for each new engine. The transmission matched to the 3.7-liter engine, for example, has fewer clutch plates compared with the other F-150 engines.

A one-way clutch, which allows for smoother 1-2 and 2-1 shifts, faster downshifts and improved fuel economy, has been added. The gear ratios, span and shift schedule have been optimized for better off-the-line performance and improved fuel economy. The double-overdrive gear also provides better fuel economy.

Another fuel saver is the addition of class-exclusive electric power-assisted steering (EPAS) to the 3.7-liter V6, 5.0-liter V8 and 3.5-liter EcoBoost powertrains. The EPAS system replaces a conventional hydraulic system, which runs continuously off the engine, with a system that draws power only when needed. Ford is the first manufacturer to widely offer EPAS on full-size pickup trucks. EPAS contributes about a 4 percent fuel-economy benefit compared with conventional hydraulic systems.

“Our new engine lineup allows greater flexibility for customers to select the powertrain choice that best suits their needs,” said Samardzich. “And each engine delivers outstanding power, capability and fuel economy.”

3.7-liter four-valve Ti-VCT V6
The 3.7-liter will be the most powerful, capable and fuel-efficient base V6 of any truck in its class. Key attributes include: 

• Projected best-in-class 23 mpg highway (4×2 configuration), pending final EPA certification. Also delivers 16 mpg city
• Best-in-class 302 horsepower at 6,500 rpm
• Unsurpassed 278 lb.-ft. of torque at 4,000 rpm
• Best-in-class 6,100 pounds maximum trailer tow
• Ti-VCT (twin independent variable camshaft timing) creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance and fuel economy
• E85 flex fuel capability
• Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions
• Forged-steel crankshaft for improved durability
• Built at Cleveland Engine Plant

5.0-liter four-valve DOHC Ti-VCT V8
The 5.0-liter V8 in the 2011 F-150 offers many class bests compared with comparable base V8s, including:

• Projected best-in-class 21 mpg highway (4×2 configuration), pending final EPA certification
• Best-in-class 360 horsepower at 5,500 rpm
• Best-in-class 380 lb.-ft. of torque at 4,250 rpm
• Best-in-class 10,000 pounds maximum trailer tow
• New strengthened block and new cylinder head optimized for performance and enhanced cooling
• Unique intake camshafts, combined with Ti-VCT, composite intake manifold and optimized compression ratio for improved low-speed torque and towing capability
• Forged-steel crank and all-new oil cooler enhance durability
• Piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions
• E85 flex fuel capability
• Built at Essex Engine Plant; Windsor, Ontario

6.2-liter two-valve SOHC V8
The 6.2-liter V8 is a premium engine offering on the 2011 F-150. It is now standard on F-150 SVT Raptor, with expanded offering on other specialty applications. Its attributes include:

• Best-in-class 411 horsepower at 5,500 rpm and 434 lb.-ft. of torque at 4,500 rpm vs. all competitors
• Best-in-class 11,300 pounds maximum trailer tow vs. all competitors
• Projected 12 mpg city, 17 mpg highway (4×2 configuration), pending final EPA certification
• Durability of race-proven components and technology showcased in November 2008 when a 6.2-liter Raptor R not only survived the grueling Baja 1000, it earned a podium finish. The same engine then completed every mile of the 2009 Best in the Desert series
• Utilizes a large bore and shorter stroke. This approach to creating power has its roots in storied Ford racing engines. The large bore allows for larger intake and exhaust valves for improved engine airflow, and the short stroke allows higher engine speed for increased horsepower
• Because of the large bore size, two spark plugs per cylinder are used to more efficiently burn the fuel-air mixture in the combustion chamber, enabling better fuel economy and increased engine torque. The twin plugs also help maintain a smooth, stable idle
• Built at Romeo (Mich.) Engine Plant

3.5-liter Ti-VCT EcoBoost
A premium powertrain offering available after launch, the 3.5-liter EcoBoost has more torque than any competitors’ V8 with the fuel economy of a smaller-displacement engine. This EcoBoost engine will establish a new benchmark for its combination of performance capability and fuel efficiency. Its attributes include: 

• 365 horsepower at 5,000 rpm on regular fuel
• Best-in-class 420 lb.-ft. of torque at 2,500 rpm on regular fuel
• Best-in-class 11,300 pounds maximum trailer tow vs. all competitors
• Best-in-class 3,060 pounds payload vs. all competitors
• Up to 90 percent of peak torque available from 1,700 rpm to 5,000 rpm
• New benchmark for combination of performance capability and fuel efficiency
• Ti-VCT creates precise, variable timing control of both the intake and exhaust camshafts to optimize power, performance and fuel economy
• Intake and exhaust camshafts optimized for improved fuel economy and performance
• Cast exhaust manifolds for heavy-duty operation and durability
• Improved manifold and cylinder heads for improved performance
• Direct-acting mechanical bucket (DAMB) valvetrain with polished buckets to reduce friction and improve fuel economy
• Built at Cleveland Engine Plant  

You can request more information at www.mattford.com

www.ford.com