The Truth About Cars » ford svt raptor The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Wed, 23 Jul 2014 18:25:17 +0000 en-US hourly 1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » ford svt raptor 2016 Ford F-150 SVT Raptor Spied Tue, 22 Jul 2014 11:00:07 +0000 2016-2017-ford-raptor-spy-photos-04

We don’t even know power or fuel economy figures for the next-generation Ford F-150, but these spy shots of the next-generation Raptor have emerged.

All we know so far is that the Raptor will appear as a 2016 model year. No word on powertrains or technical details – maybe we’ll see an Ecoboost version this time around?

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GM Plans Ford Raptor-Fighter With Upcoming Colorado Fri, 18 Jul 2014 11:30:48 +0000 2011-chevrolet-colorado-rally-concept-7
When the next generation Chevrolet Colorado was announced last fall, it was heralded as the start of a new era in mid-size trucks in the US. Aside from the diesel engine and manual gearbox we were promised, the Colorado might also get a Ford SVT Raptor-rivaling off-road variant.

SVT thoroughly redesigned the F150′s suspension to make a capable “pre-runner” style truck. Up front, new control arms and revised geometry gave an impressive 11.2″ of travel, controlled by a triple-bypass FOX Racing shock. In rear, revised leaf springs, a reinforced rear axle housing, and more FOX Racing shocks allowed for just over 12″ of travel. The entire suspension package also widened the track width by seven inches, for increased roll stability, and raised the suspension about two inches over a standard 4×4 F150. Composite bodywork wrapped the widened suspension up nicely, and changes were made to the F150′s stability control to allow for more curious use of the new capabilities, though when toying with one at a friendly local rallycross track down here in San Marcos, Texas, we found that the stability systems would still nag during modest maneuvers. But the package was downright impressive, where SVT made the package work was in the suspension tuning, especially with the triple-bypass FOX Racing shocks, something typically reserved for desert prerunner and race trucks.

A bypass shock has a series of “bypass valves” along the shock piston’s travel, which bypass shock oil around the piston and through a valve that controls the rate of flow, with each bypass allowing for a different rate of flow. This allows different amounts of damping at different points of a shock’s travel, where as a standard shock has the same damping over its entire length of travel, by allowing fluid to bypass the shock piston and flow through the different bypass valves at set locations along the piston’s travel. More information and detailed photos of an external bypass shock can be seen here.

This gives the Raptor its secret sauce: soft dampening at lesser lengths of travel allow for the suspension to quickly absorb small bumps at speed — gravel, ruts and other minor deformations — while still being able to slow the compression travel of the shock as the truck lands larger hits and jumps, preventing the suspension from bottoming out. Perhaps the only weakness of the SVT Raptor was its size, and more noticeably, its weight.
This is where the upcoming Colorado can make a difference. While offroad packages are no stranger to compact trucks, with Toyota’s TRD package standing out in the Tacoma, most really only equip you for mild jeep-trails. The emphasis on travel and suspension dampening are unique to the Raptor. But where the F150′s size and weight are ultimately weaknesses, the Colorado’s compact size and relatively low weight would make the platform a great choice for the Prerunner suspension design used in the Raptor. Less weight translates into better handling, better braking, lower center of gravity, and less of the suspension travel being used to absorb the energy of the vehicles body weight as it inevitably attempts to land a 75 mile per hour jump at a motocross track.

GM also refreshed the trademarks on the ZR2 moniker, not long ago. S10 fanatics will remember the ZR2 as a healthy offroad package for the second generation S10, including 1″ wider track, 3″ taller ride height, upgraded front differential and rear axle, and a few other additions. It would make sense that the ZR2 moniker could return with the Colorado and Canyon should this Raptor-fighter appear.

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Of Virtuous V6s And Crappy Raptors Wed, 30 May 2012 18:08:42 +0000

For someone who prides himself on slaughtering the sacred cows of automotive journalism, such as the irrational infatuation with the CTS-V Wagon, it was about time that I got a taste of my own medicine. The Ford Mustang V6 ended up being the bitter pill that finally bitch slapped by bloated, post-adolescent head back down to normal proportions. But just as I had swallowed the last bit of humble pie, there came another vehicle that led me to question the received wisdom propagated by enthusiast publications.

In my mind, the V6 Mustang carried an inexoribale stigma of poor moral character, prior credit delinquencies and even borderline femininity. One buys a Mustang for the booming, belligerent V8 engine. A V6, no matter how good, would never be right, and the failure of the SVO edition (yes, I know it’s a turbocharged 4-cylinder) despite its dynamic superiority was, in my mind, vindication of my idea that all Mustangs must have 8 cylinders.

Not even the critical acclaim for the 305 horsepower 2011 Mustang V6 was enough to sway me. Like a stubborn, pig-headed Car Lounge regular convinced of the inferiority of “fail-wheel drive”, I firmly supported V8 Mustang hegemony, turning down V6 Mustang press cars and doing whatever I could to book myself into the Boss 302 or Shelby GT500 versions. It was Davey G. Johnson of Autoweek who first put me on to the fact that the V6 Mustang was worth driving. “It’s great,” he said in between drags of American Spirits. “It’s lighter, there’s less weight over the front wheels, it’s still fast. It’s what I’d buy if I wanted a new ‘Stang.”

I couldn’t believe that a grown man, an auto enthusiast no less, would profess his admiration for what I thought of as mere fodder for administrative assistants and the Hertz Fort Lauderdale rental lot. I let him know as much, but Davey wasn’t having any of it.

“Dude, you’re like 7 years old. You don’t even remember when the V6 Mustang really was a secretary’s car. Yeah, the Boss is cool, but I’m telling you, the V6 is awesome.” Fast forward 7 months and I’ve been bugging the Ford fleet guys for first crack at the Boss and the upcoming 2013 Shelby GT500. I’ve just sold my Miata and my first press car since is a Mustang. A V6 Mustang. I’m hardly petulant or jaded enough to complain about my disappointment in getting a free car for a week, but I felt a certain twinge of irony when i thought about the idea of my nimble, flickable elementally pure Miata being replaced by the Mustang Low T edition – all of the weight and heft of the Ford ponycars, none of the ragining masculine essence that makes them so anti-social and fun.

This one was different. Although it conspicuously lacked the 5.0 badges that I longed for in a Mustang, it had the wonderful fabric Recaro bucket seats from the Boss. Unlike its track-focused brother, the 6-speed manual was light and crisp, the clutch easy to operate and it still made a burly burble when prodded – it just sounded more 370Z than 351 Windsor. Put the power down in a V8 Mustang, and the back-end bucks and jives, like an adolescent girl performing a racy hip-hop routine in front of her mortified parents. If the V8 is like an out of control Miley Cyrus, the V6 is like Taylor Swift, putting the power down in a demure, dignified manner with minimal histrionics.

As good as the Mustang V6 is, I’d still have to have the V8, no matter how flawed. The wart-laden driving experience (as someone used to Japanese cars, the Mustang’s seat position, vague steering and overall heft are alien to me) and price premium is all negated by the gurgling V8′s note and superior forward thrust. “Coital” is the word to describe the feeling of tearing through the gears in a 5.0 Track Pack, the ultimate street Mustang. The Boss 302 is a bit much for the daily grind. The GT500 just screams “I NEED CIALIS” and the interior looks like a brothel.

On the other hand, there is a V6 powered Ford that is unreservedly better than the much hyped V8, and it only came to light after spending some time with the F-150 SVT Raptor.

The Raptor may be the most hyped American vehicle next to the CTS-V Wagon, but unlike the two-box Caddy, which is admittedly versatile and somewhat practical, the Raptor is a single-purpose vehicle. Once you get past all the hyperbolic copy about blasting through the desert and long-travel Fox shocks, the Raptor really is an utterly miserable vehicle in 99 percent of situations that you encounter behind the wheel. In mixed driving, I got 11.4 mpg as the vaunted chassis and suspension setup did its best to make sure I knew about every frost heave and pavement patch on the road. The 6.2L V8 was full of sound and fury but all did was signify to other drivers that I was a goofy looking show-off with a noisy orange truck. Those who knew better (i.e. use trucks for manual labor jobs) mocked the short bed, and the additional 7 inches of width did not come in hand when navigating the two-lane city streets on my commute to work.

Reconciling the overwhelmingly positive reviews of the Raptor with reality seemed impossible, until I read that almost all of the test drives praising it to high heaven were conducted off-road, whether at a Ford-sponsored press event in a desert locale, or somewhere else sandy and rugged. Living with the car every day outside of those environments made the idea of setting it ablaze for an insurance payout seem favorable. The 26 gallon fuel tank would ensure a fiery death, like a Buddhist Monk protesting Burma’s military junta, and then I’d take the insurance money and buy my favorite truck, an F-150 Ecoboost Platinum. The Platinum may be a truck for someone who comes to the job site for an hour and then heads to the golf course, but it’s far more useful for me to have a cushy, leather-lined SuperCrew than a dune-bashing brotruck considering that the nearest desert is halfway across the country. Up here, the Platinum, generously equipped, is $62,000, while a loaded Raptor is about $65,000. Even a Lariat, at about $49,000, would be fine. The truly rapid acceleration of the Ecoboost combined with the reduced heft and additional creature comforts are right up my alley. The silly posturing and off-road pretensions that go along with the Raptor are not – I’m the kind of person who calls an electrician to change a light bulb. But the F-150, to me, is a Ford product where having the lesser model with a V6 is actually a benefit. But I still want to see a new Mustang SVO, with the 3.5L Ecoboost, so I can do awesome burnouts full of whistling turbos and fluttering wastegates. Maybe I’m still as immature as Davey G suggests?

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