Ford F-250 Super Duty

Ford F-250 Super Duty

When there's a heavy load to move—and move quickly— few vehicles will do it better than Ford's new Super Duty pickups. The heart of a truck is its powerplant, and the top choice for these rigs is the new 6.7-liter diesel V8 that cranks out 400 hp and a pavement wrinkling 800 lb-ft of torque. That's more grunt than any other pickup or passenger vehicle sold in North America. Indeed, an F-350 dually can handle over 7000 pounds in its bed and tow more than 22,000 pounds with a fifth-wheel hitch. When the road gets muddy, there's a solid axle at each end of a 4WD Super Duty's chassis—and an optional electronic locking rear differential to split power equally to the rear wheels.

Ford Escape Hybrid 2012 Preview

Ford Escape Hybrid 2012 Preview with car wallpaper gallery

FORD GT

The Ford GT was produced since 2004. It is a a pure supercar with striking appearance, inspired by it's ancestor - the racing Ford GT 40 of the 1960s.

The Ford GT is powered by a mid-mounted supercharged 5.4-liter V8 engine, developing 550 hp. It ensures massive performance at almost any speed. Engine is coupled with a 6-speed manual transmission. A measure of the engine's flexibility can be found in the fact that third gear is effective all the way from 50 km/h (30mph) to 190 km/h (120mph). Despite wearing a Ford badge, the GT can outrun even the fastest supercars.


The Ford GT possesses the handling required to match it's massive performance. It's behavior on the road is very predictable, thanks to communicative steering and forgiving chassis. However the lack of advanced stability controls, offered by it's rivals, makes the GT a daunting prospect on low-grip surfaces.



Engine of the Ford GT is noisy, however you can find that sound amazing, especially when the revs jump during gear change.
There was a significant demand on this car since the first day of production, furthermore limited production numbers will keep the Ford GT's value well. It will definitely hit your pocket hard on the fuel bills, however if you can afford to buy this car, you will definitely be able to run it.

The retro design theme continuous inside the cabin. Unfortunately there is too much cheap-looking plastic inside, that is not compatible with the supercar standards. The greatest challenge is to get inside the car. It takes time to get used to low seating, and wide windscreen pillars, limiting the view out. It is easy to find a comfortable driving position, due to the both way adjustments. The rear visibility is also cramped by the mid-engined layout.  There is a decent headroom for an average driver, however taller drivers will find it restricted.


Inside the Ford GT there is virtually no space for luggage. The only way to carry even a modest sized bag is to use a passenger seat.


The Ford GT comes with driver and passenger airbags and anti-lock brakes as standard.  The 14-inch Brembo rotors grab like fresh Velcro and, combined with the massive front tire contact patches, they haul the GT down from speed with Formula One-like authority. Thieves are kept away by a passive anti-theft system.

Standard equipment list on the Ford GT includes an air conditioning, electric windows and mirrors. The bucket carbon fiber seats with leather seating surface were designed by Sparco. The steering wheel is also leather wrapped.  An optional audio system and center-mounted speaker between the seat backs ensure that the supercharged V8 won't be the only sonic stimulation available.


Production of the Ford GT ended in 2006 with only 4 500 GT's built.

FORD SHELBY GT500

The 5,500 units of the 2011 Shelby GT500 (pictured above) are already sold out, so Mustang lovers best just move on to the next offering from the American automaker; it’s time to start talking about the 2012 Ford Mustang Shelby GT500. We may not have any official details on it just yet, but the power of the Internet, and an untrustworthy auto employee, strike again with a leaked document revealing details on the 2012 model’s ordering guide. Guess that means the GT500’s heart will beat for at least one more year.

Nothing much is going to change for the 2012 model considering the Mustang was just given a little refresh for 2011. It will still see its usual coupe and convertible versions, with prices starting from $49,495 and $54,495 respectively. The list of new options only includes new Recaro leather sports seats, a glass roof, and two new packages.



Under the hood there will be the same aluminum 5.4 Liter supercharged V8, derived from the unit inside the Ford GT super car, that produces 550 HP and 510 lb-ft of torque.

It may still be packing the same gear as the last model, but who really cares? The 2012 Ford Mustang GT500 will probably still sell out just as quickly as the 2011 model did.

Exterior and Interior

The Shelby GT500 is distinguished from the other Mustangs in the line-up by a more aggressive exterior look with a signature coiled Cobra badge on the front grille and front fenders. It also separates itself with a unique aluminum power dome hood with functional heat extractors and unique Shelby front and rear fascias, rear diffuser, and decklid spoiler. Both coupe and convertible versions come with racing stripes on both the top and the sides with 19" painted forged-aluminum wheels rolling at the bottom.

The interior gets leather sport buckets w/racing stripes coordinated to the exterior stripes and Alcantara Suede accents. A new feature for the 2012 model year will be the new sun visor that features illuminated dual vanity mirrors.

Two new packages are added to the Mustang’s list of options. The new Electronics Package is priced at $2,340 and includes Navigation and Dual Zone Climate Control. The $3,995 SVT Performance Package includes upgraded, premium painted forged aluminum wheels that are 19″x9.5 in the front and 20″x9.5″ in the rear.

The Engine
The 2012 Shelby GT500 will feature the same engine as the 2011 model year: an all-new aluminum-block 5.4-liter supercharged V-8 engine, which produces 550 horsepower and 510 ft.-lb. of torque. This engine weighs 102 pounds less than the old motor. It’s mated to a six-speed manual transmission and delivers a fuel economy of 15 miles-per-gallon city and 23 highway.

2011 Ford Shelby GT500 
The Competition
The Shelby GT500 takes on models like the BMW M3, the Chevrolet Corvette, and the Dodge Viper SRT10. Now since the current Dodge Viper is out of production, the Mustang has one less vehicle to worry about in 2012.

The BMW M3 is powered by a V8 engine that develops a supreme 420 hp. Maximum torque of 400 NM or 295 lb-ft, in turn, comes at an engine speed of 3,900 rpm. The coupe version is priced at $58,400 and the convertible at $67,050. So we guess, in this case, the GT500 wins the battle being that it is more powerful and cheaper that the BMW.

As for the Corvette, the coupe is priced at $48,950 and the convertible at $53,600. Under the hood there is a 430-hp LS3 aluminum block V8 good for 190 mph on the test track. These two vehicles carry such a loyal fan base, that the decision of whether to buy a Corvette or a Mustang is really left up to customer bias. The Mustang is faster than the Corvette, but it is also a tad bit more expensive.

FORD MUSTANG GTR

The muscular Ford Mustang GT-R rekindles the legend’s road racing glory and the magic of 5.0-liter Mustangs in a stunning racing concept making its world debut today. The Mustang GT-R signals a potential future race car, while honoring four decades of performance glory just days before Mustang’s 40th anniversary.

"The Mustang GT-R blends today’s breathtaking design, Ford Racing’s unmatched history and the most advanced racing technology into the ultimate Mustang," says J Mays, Ford group vice president, design. "Mustang’s iconic image grew with every checkered flag so we think the Mustang GT-R is an appropriate tribute to the car’s 40th anniversary, and a hint at what’s to come."


The bright Valencia Orange car – inspired by the famous Grabber Orange 1970 Mustang Boss 302 Trans-Am race cars (the Yellow Mustangs) piloted by race legends, including Parnelli Jones – is a technological showcase that, when peeled back, reveals a number of existing or production-feasible racing parts.



"The Mustang GT-R shows that Ford is back in road racing in a serious way," says Jim O’Connor, Ford group vice president, North America marketing, sales and service.


The Mustang GT-R features Ford Racing’s 440-horsepower "Cammer" crate engine that already is affordably available to grassroots racers, and can be tuned to produce more than 500 horsepower under certain race series rules. Last year, a tuned 505-horsepower version of the "Cammer" notched world-class performance and endurance credentials by powering a Focus Daytona Prototype to victory at the 24 Hours of Daytona race.


The racecar is engineered to tackle the world’s toughest road and street courses with a stiff structure – based on the all-new 2005 Mustang scheduled for sale this fall – a collection of the most sophisticated racing parts from many racing series and a Formula One-inspired steering wheel. However, the Mustang GT-R could be easily transformed into an affordable, competitive option for grassroots teams because it uses 85 percent of the 2005 Mustang’s body components along with the same suspension setups and the already-attainable "Cammer" powerplant.


"The GT-R is the Mustang racers would build if they weren’t bound by various road racing rules," says Dan Davis. "We were fortunate to start with a rigid, well-balanced production Mustang that was proven on the track by some of the same people who, in previous jobs, helped Ford Racing win on Sundays.


"The Mustang GT-R could be adapted to conform to different series and budgets but, in this variation, serves as a dream machine. We took the ‘Cammer’ engine from the Ford Racing catalog and built a race car around it with the best parts we’ve researched and tested through our unmatched global racing program," Davis says.


While conceptual in spirit, the Mustang GT-R is built by racers and is a capable performer with an eye on stepping up Mustang’s road-racing presence. Several racing series – American LeMans, SCCA Trans-Am, GrandAm Cup and the FIA – could easily accommodate the Mustang GT-R. For example, the car could meet some series rules with basic modifications to the brakes, wheels, tires and body parts.


The Mustang GT-R also hints at a turnkey grassroots-racing package that could be retailed through Ford Racing’s parts’ catalog and distribution network.
Engine Dressing


Doug Gaffka’s – design director, Ford Performance Group – design inspiration for the Mustang GT-R was simple: Flex the 2005 Mustang shell to wrap the engine and retain 85 percent of the production car’s solid structure. 


"We decided that when a car as good as the 2005 Mustang comes along, we don't need to look much further for a pure race car," he says, noting that the Mustang's shell would be dressing for the engine and roll cage.


The carbon fiber hood instantly communicates the car’s performance – its large engine bulge and unfinished surface harken back to the famous yellow, black-hooded Mustangs..


The front end is a further evolution of the Mustang GT coupe and convertible concepts that stole the 2003 North American International Auto Show and foreshadowed the design of the 2005 Mustang. The Mustang GT-R features the classic pony in the grille, surrounded by modern materials like carbon fiber as well as advanced aerodynamic treatments like ground-hugging front and side splitters.


Accentuated by huge front fender flares that accommodate the racing suspension, the sides of the Mustang GT-R have 20-inch wheels, racing slicks and substantial air scoops. The equally large rear fenders house tires that are an inch wider. Considering how quickly 18- and 19-inch tires became standard racing ware in recent years, these tires are a realistic forecast of the next evolution in racing rubber. Dual stainless steel exhaust tips -- jutting out of the rear body panel just above the rocker panel on both sides in front of the tires – add an intimidating look to the rear of the car.


The classic Mustang rear quarter windows are blocked out to accommodate the fuel delivery "dry-break" system on the driver’s side. The doors are fully functional as required by many of the possible racing classes.


The prominent GT-R logo is placed above the front fender and is flanked by the honorary "Mustang" and "40th Anniversary" words. This logo is repeated on the rear.


Probably the most striking design element, the prominent composite rear spoiler meets several road racing sanctioning body rules.


The rear fascia, like the front, is a further expression of the GT concept design, with a wider taillamp execution. Endurance racers will instantly recognize the differential cooler mounted with an aluminum grille screen between the taillamps.


Inside, the instrument panel preserves the dramatic styling of the 2005 Mustang in a carbon fiber application for racing. In anticipation of another trend, designers chose a Formula One-style steering wheel with most vehicle controls and gauges integrated, including the tachometer, gear selections, telemetry and warning signals. Only the oil pressure and water temperature gauges are located on the instrument panel.


"Most racers cobble together interiors," says Gaffka. "The Formula One-style steering wheel significantly reduces dash gauges to help preserve Mustang’s powerful instrument panel, which is the next evolution of our interior design leadership."


The passenger side houses seat mount tracks for a second seat, if needed, for would-be thrill seekers seeking first-hand Mustang GT-R’s performance experience. The chrome-moly roll cage is attached to all significant points in the body structure, adding significant rigidity to an already stiff body.

The Mustang GT-R’s body retains 85 percent of the production car’s body components that were stiffened by 30 percent as part of the Mustang’s first full makeover ever. The only modifications include rear-mounted battery pods and a fuel cell relocated to the rear trunk.


Built at Saleen Special Vehicles in Troy, Mich., the car was developed by the same members of the Ford GT "Dream Team" who are building sub-assemblies and painting body panels for Ford’s first supercar.


The "Five Liter" Is Back


The foundation for the Mustang GT-R's race-prepared 440-horsepower engine is the new 5.0-liter "Cammer" crate engine from Ford Racing Performance Parts. The engine is rooted in the MOD 4.6-liter four-valve V-8 engine family. However, the motor's flanged cylinder liners help provide 94mm (instead of 90.2mm) cylinder bores, creating a full 5.0 liters of piston displacement.


And while the motor employs the SVT Mustang Cobra’s forged crankshaft with six-bolt mains and Manley "H-Beam" connecting rods for superior strength, the high-strength Ford Racing block features design reinforcements and a revised material for added strength and high-output durability. The block is specially reinforced in the crankcase web areas for high torque loads.


Other key differences include forged pistons, an 11.0:1 compression ratio, ported heads, higher-lift cams and beehive-shaped valve springs. The crate engine also features higher-flow fuel injectors and a magnesium, variable-geometry intake manifold.


The 5.0-liter "Cammer" engine comes with a custom oil pan and features custom-fabricated Tri-Y headers and crossover.


Helping put the power to the ground is the Ford Racing-supplied TTC T-56 six-speed transmission linked to the engine through a heavy-duty clutch and flywheel assembly. Power exits the transmission through a custom metal matrix composite aluminum driveshaft into a race-specification differential with a 4.56:1 final drive ratio.


The "Cammer" was introduced at the Specialty Equipment Manufacturers Association show in 2002. The engine in the GT-R is identical to the crate engine, with the exception of camshaft timing, which was modified to produce more high-end horsepower for track use.


Proven Race Chassis


The Mustang GT-R benefits from the 2005 Mustang’s race-inspired chassis, developed and tuned by engineers with Ford Racing engineering experience or a passion for weekend track time. The Mustang’s race-bred suspensions, near 50-50 weight distribution and ultra-stiff body structure, are just the beginning of Mustang GT-R’s credentials.


"The GT-R is the ultimate expression of the Mustang platform," says Hau Thai-Tang, 2005 Mustang chief nameplate engineer. "Mustang spans more of the market than almost any other car – from an under-$20,000 V-6 to a race-ready car in the $40,000 range. The Mustang GT-R shows how we can expand that unmatched reach with the all-new platform."


Track time – at drag strips and on road courses – was a critical part of the 2005 Mustang’s development, as chassis engineers pushed prototypes to the limit in search of the perfect power-and-handling blend.


"We spent countless hours refining this car on development drives and at the track," says Mark Rushbrook, 2005 Mustang vehicle development manager. "The car has been to the Nelson Ledges road course in Ohio several times for 24-hour runs and has spent months on Ford's straightaways and handling courses at our proving grounds in Arizona, Michigan and Florida."


Soon after the 2005 Mustang’s world reveal in January, race engineers quickly began building on its solid foundation. The Mustang GT-R concept's chassis was fully stripped down to the body shell to receive custom reinforcement and structural improvements for driver safety on the racetrack. A roll cage was added, along with a Sparco-brand racing seat with a five-point safety harness. 


The production suspension geometry is retained, but key parts were replaced to reduce weight or provide additional strength for the rigors of racing. Suspension pieces, including the K-member, are made of lightweight chrome-moly tubing. The race-proven dampers are coil-over, fully adjustable units featuring remote reservoirs. A strut tower brace increases structural rigidity. 


Rounding out the chassis package are huge, race-proven Brembo brakes. The front features 14.3-inch rotors with six-piston calipers; the rear has 13-inch rotors with four-piston calipers. Linking the whole package to the racetrack are 20-inch wheels and racing slicks provided by Pirelli. Tire sizes range from 275/35 in front to 305/30 in the rear.


The Mustang GT-R is engineered with modern aerodynamics principles, including a massive front airflow opening and carbon-fiber belly pans that reduce underbody air turbulence.


Concept to Reality


Although the Mustang GT-R is a concept, the car was engineered to perform at racing speeds with parts currently available to weekend racers through the 2004 Ford Racing catalog.


The 5.0-liter EFI "Cammer" crate engine, including the wiring harness kit, will sell for an MSRP of $14,995. The "Cammer" engine takes the guesswork out of installation projects by offering a choice of several length 5.0-liter, 4-valve modular wiring harness kits created specifically to cover the most popular engine swap configurations.

What’s more, harness kits – which include the powertrain control module (PCM) – provide all the necessary electrical connectors, including end terminals, a fuse box, a power distribution box, as well as switch connectors and fuel pump relays.


The roll cage, rear spoiler and some chassis components are all being considered for further development.

FORD MUSTANG

The stylish and fuel efficient range of Ford Mustang belongs to the segment of muscle cars and hence, this Ford model is the King of American muscle cars. It is the perfect vehicle for all those buyers who are looking for high – tech amenities and upscale luxury. Generally, this roadster is available in fastback, coupe, and convertible body style.

While production, the company used its latest techniques to make this model more superior. As compared to all other current branded automobiles, it is better in terms of handling as well as in terms of safety.


Due to its minimum cost, owners can keep their model in a perfect condition for a long period by providing regular servicing. Its every auto pat has the best quality that boosts its overall performance and all these spare parts are available easily. Every feature of this vehicle is specially added to make your ride comfortable.



Large numbers of buyers are impressed with its ride performance and practicality. Some customers are even fascinated with its versatility, well equipped interior and attractive exterior.


The 2011 Mustang range is powered by 3.7 – liter V6 engine that churns out around 305 hp of maximum energy and 280 lb – ft of torque. As per the fuel EPA estimation, it achieves 31 mpg on highways. The GT trim of this Ford Mustang range has a powerful 5.0 – liter V8 engine which produces 412 hp of energy and 390 lb – ft of torque.


To improve its engine performance, both these engines are mated with standard 6 – speed manual transmission and optional 6 – speed automatic transmission. The earlier generation of this range was powered by 4.0 – liter V6 engine or by 4.6 – liter V8 engine that created 210 hp of energy and 240 lb – ft of torque.

The engine of this generation was mated with 5 – speed manual transmission or optional 5 – speed automatic transmission. The V8 engine has capacity to produced 320 lb – ft of torque and 300 hp of energy.


Its list of features includes all necessary amenities like complete power accessories, rear and front cupholders, rear spoiler, variable intermittent rain – sensing wipers, and rear defogger. Traveling in this car is really convenient as its well designed seating arrangement gets height adjustable driver and occupant seats and lumbar adjustment.


The safety system adds antilock disc brakes, active head restraints, rear and front headrests, electronic stability control, child anchor seats, tire pressure monitors, seatbelts, full length airbags, curtain side airbags, anti – theft alarm system, emergency brake assist, electronic brake – force distribution, and traction control and many more.


For comfort of the passengers, it also has some additional amenities such as rear and front headrests, trip computer, tachometer, external temperature display, and clock and so on. The entertainment portion adds AM / FM / MP3 player, CD changer, satellite radio, speakers, stereo system, and Bluetooth connectivity.


By using a hands – free phone, you can easily communicate anywhere. Drivers can easily get the idea about the fuel level because it has a low fuel level warning system. This roadster has ample area to store your luggage and has plenty of hip, head, leg, and shoulder area.

With the help of automatic climate control, occupant or driver can maintain precise climatic conditions in the Ford Mustang. On any type of bumpy roads, it runs smoothly as this model has all season tires, exterior mounted spare tire, and upgraded alloy wheels. To grab the attention of crowd and buyers, this range comes in various vibrant color schemes.


This two – door model can comfortably accommodate about four people. Every trim level of this range is fully loaded with performance upgrades and high tech features. It is specially designed and built for those customers who seek style and power.

FORD GT90

At a development cost in the neighborhood of $3 million, the GT90 was certainly worthy of pulling styling cues from the original Ford GTs, and although it was never meant for production, it was built according to a Ford press release as a “test bed for technology, engineering and design concepts, and driver-oriented features that eventually may be used in Ford production vehicles.”


Officially unveiled to the public in January 1995 at the Detroit Auto Show, the GT90 is finished in bright white with a bright blue and carbon fiber interior. It features a mid engine quad-turbocharged V12 that produces an estimated 720 horsepower and 660 pound-feet of torque. As a result, it had a claimed top speed of 253 mph, which even by today’s standards would make it one of the fastest production cars in the world – faster even than a McLaren F1, which was widely considered the world’s preeminent supercar at the time.



Built by a small specialized group over at Ford SVT in just over six months time, the concept’s development timeline was very tight and therefore borrowed components from other vehicles. The team mainly borrowed parts from another supercar that was also way ahead of its time, the Jaguar XJ220.


The engine, which was a 48-valve six-liter V12, had to be combined together with four Garrett Systems T2 turbochargers in order to reach its estimated 720 horsepower and was based on the Ford Modular engine. Created by using parts of two Lincoln V8 engines, engineers removed the last pair of cylinders from the rear of one engine and the first pair of cylinders from the front of the other engine. The cut-down engines were then welded together with the final result being a 90-degree V12, which utilized a 90.2 mm bore and a 77.3 mm stroke to achieve maximum power.

The GT90 features the FFD-Ricardo five-speed manual gearbox found on the XJ220 and, considering the torque load that it is designed to handle, is noted as having a relatively light shift quality. Also borrowed from the XJ220 comes the all around double wishbone suspension that was designed to enable the car to handle well at top speeds.

Using Ford’s new “Edge” design philosophy, the car incorporated advanced technology with a mixture of flat planes, angles, glass and triangular shapes that seemingly all collided together. The GT90 was the first car created using this new styling directive from Ford, which went on to be responsible for the creation of other Ford products like the Ka and Cougar. The effect is most impressive and a wonderfully executed stylistic throwback to its GT40 predecessor, which at once stays true to its heritage but acknowledges the advances in modern design. Taken directly from race car technology, the GT90 body panels are molded out of carbon fiber while the chassis is formed out of a honey-comb sectioned aluminum monocoque.


The GT90 is a test bed of advanced technology and design. It sports a tinted, laminated glass bubble over the cockpit and a spoiler that rises off the rear deck at high speeds. According to Ford, it has a “design that tightly enclosed its mechanicals with no wasted space; high tech lighting and blind-spot detection systems; and tiles like those on the space shuttle to shield the V12’s exhaust outlets.”


The interior of the car is easily accessed by pushing on a small yellow panel located on the B-pillar that allows the door to swing open. Amazingly for a supercar, it is relatively easy to climb into the cockpit, as the door sill is low and narrow, and the glass which arcs well into the roof is fixed to the door. Reminiscent of an airplane cockpit, the interior is finished in bright blue suede and leather, a carbon fiber center console and custom blue lit gauges. An abundance of brushed and polished aluminum adorns the interior, from the open shift gate and linkage to the controls on the center console, right down to the key for the car.

Ford’s engineers included a few other options that were designed for use on the show circuit; the tires were specially made with “GT90” carved directly into the tread, and the doors, as well as all of the lights both inside and out, could easily be opened or turned on via a remote control.


After its unveiling in Detroit, the GT90 made its rounds on the Auto Show Circuit in 1995, traveling around the world to Frankfurt and as far away as Tokyo. With few other showings in between, the car recently was shipped over to Europe to be on display in the Ford of Europe 2008 exhibit at the Goodwood Festival of Speed. After returning home, the car was shipped to Alabama where it was on display as part of the Mustang 45th Anniversary Celebration.

FORD GT40

It's official: Ford will build the GT40. Can't wait? Our Web exclusives will take you for an inside look at the GT40, including a photo retrospective and interviews with Chief Engineer of Ford SVT Engineering John Coletti, Vice-President of North American Product Development Chris Theodore, GT40 Designer Camilo Pardo, and Design Vice-President J Mays.

In these trying times, we're all inclined to seek out heroes. Even automotive ones. And as automotive heroes go, Ford's GT40 was to endurance racing what Gen. George Patton was to European butt kicking--crass, confident, and highly effective.



The year was 1963. Henry Ford II decided he needed to win the famous 24-hour endurance race at Le Mans. That March, he entered negotiations to join forces with Ferrari, but Enzo Ferrari halted talks abruptly on May 21. This steeled Henry's resolve to beat Enzo if he couldn't join him. Funds were allocated to construct a Yank-powered GT car built with help from Britain's Lola. In 1966, the dream was realized with GT40s finishing one-two-three at Le Mans. Ford's winning streak stretched through 1969, by which time Ferrari had withdrawn from the series. Is it any wonder, then, that Ford's Living Legends styling studio should follow up its T-Bird and Forty-Nine designs with a reincarnation of the fabled GT40?



Of course, this is not Ford's first GT40 homage. Remember the angular, geometric, completely modern GT90 that bowed at the 1995 Detroit show (C/D, January 1995)? That car's raison d'être was to prepare the public for the "new edge" designs that followed with the Cougar, Focus, and others. The GT90 was blatantly unfeasible--improbably low, impossibly expensive, and generally too extreme. This one has been designed as a fast, comfortable street-legal car that could see limited production. Its mission, therefore, is to ask well-heeled showgoers the $100,000 question: Can you live without one?


Comfort and legality mandates drove a 10-percent increase in the overall dimensions of the new car relative to the Mark I GT40. The wheelbase is stretched nearly a foot, the height goes up three inches from 40.5 inches (a figure that was rounded down to 40 in the naming of the original car) to 43.5 inches. Overall length stretches 17.1 inches longer than the original's 164.5. The passenger compartment is situated slightly farther aft within the wheelbase to lessen the intrusion of the front wheel wells. The seats are located outboard of a wide central backbone structure that houses the fuel cell, rather than inboard of two giant sills that housed the gas tanks in the original. Another wonderful concession to ingress/egress is the way the conventionally hinged doors wrap up into the roof, as the original doors did.


Design boss J Mays insisted on one more original design element--the large front and rear access panels, hinged near the bumpers, which open to expose all the car's mechanical systems. That requirement added considerably to Special Vehicle Engineering chief John Coletti's to-do list. Coletti was assigned to sort out the show car's running gear, and he would not have the world photographing ugly, half-baked, or ill-designed hardware. Hence, the Detroit show car's underpinnings are both geometrically realistic and functional.


And such underpinnings! For motivation there's a 5.4-liter 32-valve supercharged and intercooled V-8 (think Lightning truck motor with twice the valve count) making roughly 500 horsepower and 500 pound-feet at 6 to 8 psi of boost, and channeling that thrust through a Tremec RBT six-speed transaxle. This powertrain solution is just one option, should showgoers and car nuts convince Ford to produce more than one GT40.


"There are numerous ways to skin the cat," says Coletti. "The thing you really need to do at the end of the day is decide what personality you want the car to have. This supercharged [V-8] will have tremendous grunt off the line. If I were to go the turbocharged route, I'd give up a lot of off-the-line for midrange and high-end power. Or we could do a smaller engine, rev the heck out of it, and give up the low-end grunt for high-end power."


And as for the ultimate performance goals? Top speed will not be a priority, but the car must be stable and comfortable at 180-plus mph. And, Coletti adds, "If this car were to show up at a stoplight against a Viper, it needs to protect its honor." 'Nuff said.


The drivetrain nestles inside a gorgeous aluminum space frame--did we mention the target weight is about 3000 pounds? Long unique aluminum control arms are used front and rear, with other suspension components (bushings, half-shafts, and the like) borrowed from the vast Ford parts bin. Push- and pullrod rocker-arm coil-over shocks permit the exceptionally low front bodywork, but they impinge on already minimal luggage space. It's a simple, elegant design that Coletti envisions operating without active differentials, electronic shocks, or other high-tech gizmos.


So would such a Ford supercar find itself dicing with Vipers and Corvette Z06s in the American Le Mans Series? Not with factory support. Given the GT40's grand racing heritage, Ford figures it has nothing to prove. Of course, it wouldn't make a bad race car for a Roush or Saleen.


The enviable task of massaging this living legend back to life in three dimensions fell to a true GT40 devotee, the soft-spoken, pony-tailed 38-year-old Camilo Pardo. Pardo has been doodling modern GT40s and painting vintage GT40s in action for many years (some of his GT40 art hangs in the executive offices of Ford World Headquarters in Dearborn). He worked on the GT90 and has served as chief designer on the current project.


"We wanted to be able to convey 'GT40,' but it was tough to massage this larger car into the proportion of the low, sexy original. We moved immense amounts of clay in between reviews," explains Pardo. The original is a beautiful design, but it was styled in a hurry, with the singular purpose of winning races. As such, there are a lot of areas that are poorly resolved, some of which took months to get right without looking overly "designed." J Mays describes the attention paid to the rear quarter as an example.


"I kept pushing for more testosterone in the car, and every time we would add more meat to the rear flare, we'd have to go back and add more to the front flare. Finally, I decided we needed a much wider section on the tire to invoke the sort of power that so many vehicles of the '60s had. Once we added tire section, we realized the haunches were too small again, so we ended up going through four or five iterations of modeling, taking it outside and looking at it. I love that, because it's the total antithesis of the computer-generated automobile. You can tell somebody has just massaged the clay endlessly."


Much of this design is antithetical to the current mode of fashion. The nose was lengthened several times in an era when wheels are being pushed to the corners. The rear is dominated by a prominent ducktail, the likes of which disappeared in the 1970s. Viewed from above, the greenhouse widens toward the back, rather than forming the de rigueur teardrop shape. But eventually, the endless tape loops of Grand Prix, Le Mans, and other vintage-'60s movies playing in the studio got the team in the right mind-set. Unlearning some lessons is part of the deal in the Living Legends studio, and as such, many other designers may dismiss the GT40 as simply "a new old car."

We think it looks great. We want one, and so we urge you to overwhelm Ford with GT40 fan mail. What are the car's chances of production? According to Chris Theodore, vice-president for North American product development, "It's a concept car, but it's not a fantasy car," adding, "of course, it is my fantasy car." He admits the GT40 has undergone more road-feasibility work, more advance engineering, than most other show cars, and that production could easily be handled wholly or in part by Ford's new Italian partner, Pininfarina. Would American's pay $100,000 for a Ford? Perhaps, if it delivered on the promise of exotic performance with reasonably priced service available nationwide. But enough speculation, you've got fan mail to write.

FORD FIESTA

The new Ford Fiesta will soon be joining the ranks populated by the likes of the Honda Fit, Nissan Versa, and Toyota Yaris. And as the B-car segment heats up, an unofficial foot race between the Fiesta and its corporate cousin, the Mazda2, should offer an interesting experiment in shared-platform competition. 


The Fiesta has moved over 500,000 units globally using the same underpinnings as the Mazda. But it hasn't been offered in the U.S. since 1980--a span of almost three decades. To reinvigorate interest in the new model, Ford launched a marketing drive of epic proportions 11 months in advance of the car's release. Putting 100 test cars in the hands of "socially vibrant" drivers, Ford encouraged the experimentees to Tweet, blog and make YouTube videos about their four-wheeled experiences, resulting in a veritable onslaught of viral buzz. 



So what's all that creative marketing attempting to sell? Actually, some pretty advanced mechanics. Available in four-door sedan or five-door hatchback layouts, the Fiesta is powered by a 1.6-liter inline 4 that produces 119 hp and 109 lb-ft of torque. The variable timing on each of the powerplant's dual overhead camshafts works independently, and cast aluminum engine components aid weight savings. A five-speed manual gearbox is standard equipment, though performance enthusiasts might be tempted by the dual-clutch PowerShift six-speed automatic, which works more efficiently than a traditional torque converter-equipped box. In fact, when coupled with the SFE package, the automatic offers projected fuel economy numbers of 30 mpg city, 40 highway (3 and 2.5 gallons per 100 miles)--the latter of which matches the figure produced by the Mazda2's smaller, 1.5 liter engine. 


More than 50 percent of the Fiesta's chassis uses high-strength or ultra high-strength steel. In adapting the structure to meet U.S. safety requirements, the Fiesta benefited from 10 percent quieter interior sound levels and tighter door fits. 


A few oddly named features serve to enhance efficiency. For instance, Ford says its new Front End Accessory Drive belt has "stretchy dynamics"--no joke--which eliminates the need for a tensioner and increases fuel economy while decreasing service intervals. Ford also refers to another feature as "Active Nibble Cancellation," which senses wheel shimmies and compensates for rotational oscillations caused by uneven brake rotor wear or imbalanced wheels. 

Equally clever but not quite as oddly named, the Fiesta's electric power assist steering takes into account speed, steering wheel angle, cornering forces and acceleration or deceleration, and uses "Drift-Pull Compensation" to keep irregular road surfaces or crosswinds from affecting how the vehicle tracks. Other features on the Fiesta include the most airbags in the segment--seven, to be exact--and options including push-button start, remote starting, heated seats, an 80-watt six-speaker sound system, and SYNC with turn-by-turn directions. If the Fiesta delivers on the promise of its innovative B-car attributes, Ford should be able to take a bite out of the competition, including its close relative, the Mazda2.

FORD ESCAPE

The 2012 Ford Escape ranks 19 out of 23 Affordable Compact SUVs. This ranking is based on our analysis of 24 published reviews and test drives of the Ford Escape, and our analysis of reliability and safety data.

Reviewers say nearly everything about the 2012 Ford Escape except its interior technology is showing signs of age.


The Ford Escape was a go-to family vehicle when Ford introduced it in 2001. Eleven years have passed, and the automotive press says the Escape’s heyday is over. The compact SUV class has grown, and the Escape has been buried alive by all-new and redesigned models that are more powerful, fuel-efficient and utilitarian.



But the 2012 Ford Escape does have two things going for it, reviewers say, and that’s interior technology and a comfortable second row. The Ford Escape has an optional SYNC infotainment system and active park assist, a system that helps the driver parallel park. The second row is comfortable for adults, which is something many compact SUVs can’t boast, but in such a large class, models like the Toyota RAV4 and Chevrolet Equinox are not only more spacious, but have better performance, plenty of cargo space and comparable base prices.


Overall, reviewers say the 2012 Ford Escape is suffocating in a class it once dominated. But they willingly accept its faults because the next-generation 2013 Ford Escape should be a huge improvement over the 2012 model.


Other SUVs to Consider
The 2012 Ford Escape has some of the highest fuel economy ratings in the class, but the Mitsubishi Outlander Sport is less expensive and more fuel-efficient. The Outlander Sport is also our 2011 Best Compact SUV for the Money because it’s affordable up-front and in the long run.


Reviewers do criticize the Escape because of its poor handling and underpowered base engine. Test the Mazda CX-7 if you want a crossover that’s both powerful and nimble. It doesn’t cost much more than the Escape, and reviewers say the CX-7 is one of the most fun-to-drive crossovers in the class.

Details: Ford Escape
With a redesign slated for the 2013 model year, the 2012 Ford Escape hasn’t received any significant updates.


The Escape is available in three trims: the base XLS, XLT and top-of-the-line Limited. All-wheel drive is optional beginning with the XLT trim. The Ford Escape Hybrid is reviewed separately.

FORD RANGER

Ford keeps its streak alive with its compact Ford Ranger pickup. The Ranger is a true compact truck, sized below the mid-size Toyota Tacoma, Dodge Dakota and Nissan Frontier. Only GM's truck twins, the GMC Canyon and Chevrolet Colorado, still offer the smaller dimensions in the truck class. There’s no true four-door version of the Ranger, but the Super Cab has two small access doors for cargo stowage. 


Three versions are offered--XL, XLT and Sport. Last year, the Ranger adopted standard seat-mounted side airbags and electronic stability control. 

The 2011 Ford Ranger is a compact pickup truck available in regular-cab and extended-cab (Super Cab) body styles. Both are available in XL, XLT and Sport trim levels. The Ranger Sport receives upgraded wheels (16-inch alloys on 4x4 models), a full-size spare tire, heavy-duty gas shocks (Super Cab), skid plates (Super Cab 4x4 models only), sidestep bars, bucket seats and a center console. 


The 2011 Ford Ranger comes standard with a 2.3-liter inline-4 that produces 143 horsepower and 154 pound-feet of torque. This engine is only available with rear-wheel drive. EPA estimated fuel economy is 22 mpg city/27 mpg highway and 24 mpg combined with the manual and 19/24/21 with the automatic. 
Rear-wheel drive and a five-speed manual are standard, with four-wheel drive and a five-speed automatic available separately. 


Safety 
The 2011 Ford Ranger comes standard with four-wheel antilock disc brakes, front-seat side airbags and stability control. Side curtain airbags are not available. 
In government crash testing, the Ranger earned a top five-star rating for driver protection in frontal impacts and four stars for front passenger protection. Super Cab models can be had with a pair of rear-seat access doors and small, inward-facing rear jump seats. 

The final generation of Ford's Ranger offers an optional Personal Safety System, complete with Tire Pressure Monitoring System (TPMS) and SecuriLock now offered on all models. 
This engine makes the Ranger the most fuel-efficient truck in America, with a highway rating of 27 highways, 22 cities with the manual transmission. 


Standard wheels are painted steel 15-inchers, with larger 16-inch cast aluminum rims as options. All Rangers have a 1,260 lb payload capacity. Towing capacities range from 1,580 lbs to a maximum of 5,800 lbs. 

FORD EDGE

The 2012 Ford Edge ranks 7 out of 21 Affordable Midsize SUVs. This ranking is based on our analysis of 70 published reviews and test drives of the Ford Edge, and our analysis of reliability and safety data.

The 2012 Ford Edge garners praise for its new four-cylinder Ecoboost engine. Reviewers say this upgrade adds better fuel economy and fun driving dynamics to an SUV that already has an upscale and high-tech interior.


Reviewers agree that the Edge is an all-around good performer for a family vehicle, though it’s not something you’d take to the drag strip. The automotive press appreciates that the fuel economy gained by the Ford Edge’s new Ecoboost engine doesn’t come with a significant trade-off in performance, though it does set buyers back by about $1,000. And shoppers with a need for speed that outweighs their fuel economy concerns can opt for the Edge Sport, with its 3.7-liter V6, sport-tuned handling and 22-inch wheels.



Though last year’s Edge earned praise for the debut of its MyFord Touch infotainment controls, this year, reviewers are backpedaling. Some say that although the touch-sensitive controls are cool, they can be confusing and finicky. Still, most auto writers admit that it’s an attractive and high-tech feature that dresses up an already-classy interior.


Other SUVs to Consider

If you like the Ford Edge but need seating for seven, take a look at the Ford Flex. With a starting price of about $29,400, it costs about $1,700 more than the Edge, but reviewers love its funky, retro styling and spacious interior. And if you are considering the Edge because it has the new MyFord Touch infotainment system or the Ecoboost engine, they’re both available on the Flex as well.


Shoppers on a budget should consider the Kia Sorento. It comes packed with standard features like Bluetooth and a USB iPod input, and is available with seating for five or seven. Plus, reviewers say it’s powerful and fun to drive. The Kia Sorento starts at about $23,150, so not only will it make your passengers happy, but you’ll be able to keep about $6,300 in your wallet compared with the base Edge.


Details: Ford Edge
The Ford Edge is a crossover SUV that seats five people in two rows. Unlike other models in the class, such as the Ford Flex, there is no optional third row. It comes with three engine choices, including a new-for-2012 Ecoboost option that boosts highway fuel economy to 30 mpg. The Edge comes in SE, SEL, Limited and Sport trims, which have base prices ranging from about $27,600 to about $37,000.

To find out about deals on the Ford Edge in your area, head over to our Ford deals page, where we compile the best Ford deals each month. Or, check out our Best Price Program, where you can lock in a great price with local dealers without the hassle of haggling.

Ford Edge

The Ford Edge is a mid-size crossover SUV (CUV) manufactured by Ford, based on the Ford CD3 platform shared with previous generation Mazda6 and marketed in rebadged form as the Lincoln MKX. The platform is shared with Mazda CX-9 crossover (stretched), the Ford Fusion, Mercury Milan, and the Lincoln MKZ sedans.
The first generation Edge made its public debut at Detroit's North American International Auto Show in January 2006, with production starting in the October 2006 as a 2007 model, with the first ones reaching dealerships just before December 25, 2006, because of a brief delay in production due to issues with the supplier
The SE includes cloth seats, single-zone manual air-conditioning, AM/FM stereo with single-disc CD/MP3 player, and 17" painted aluminum wheels.
The SEL includes unique cloth seats, 6-way power driver's seat, premium AM/FM stereo with 6-disc in-dash CD/MP3 player, leather-wrapped steering wheel with secondary audio controls, and 18" painted aluminum wheels.
The Limited includes leather-trimmed seats, and optionally, 6-way power front passenger fold-flat seat, EasyFold second-row seat back release, dual-zone electronic automatic temperature control, SYNC in-car connectivity system, and 18" premium chrome-clad aluminum wheels. The Limited trim level replaced the SEL Plus in 2008.
The Sport (2008-) includes leather-trimmed with grey Alcantara suede inserts, reclining 60/40 fold-flat seats with center fold-down armrest, EasyFold second-row seat back release, premium AM/FM stereo with 6-disc in-dash CD/MP3 player, SYNC in-car connectivity system, larger diameter chrome exhaust tips, and 20" premium chrome-clad aluminum wheels. The Sport appearance package for the Ford Edge debuted at the 2008 Chicago Auto Show, with sales beginning as a 2009 model.It came with standard all-body colored trim and 20-inch wheels. 22-inch wheels are an optional factory upgrade.
The Ford Edge has received several honors:
*Ford Edge recognized as one of "Best Cars for Families" in 2007 by AAA and Parents Magazine.
*Edge earns IIHS "Top Safety Pick" rating for models built after January 2007
*3.5L Duratec 35 V6 named one of the world's "10 Best Engines" by Ward.
*Ford Edge named "2007 Urban Truck of the Year" by On Wheels, Inc.
*Edge wins J.D. Power and Associates' 2007 "APEAL Award"
*Edge wins "Michael Baldassarra Cross-Over of the year" by Uwaterloo SAE