Carroll Shelby expected to attend Toronto Auto Show gala

Carroll Shelby will be honoured at a gala reception at the Canadian International Auto Show in Toronto in February, where he will be inducted into the Canadian Motorsports Hall of Fame.

The gala will take place at the Metro Toronto Convention Centre on February 10, prior to the auto show, in the midst of a multi-million-dollar collection of historic vehicles with which he has been involved. The event is hosted by the Canadian International Auto Show and supported by the Toronto Automobile Dealers Foundation.

Net proceeds from the reception will go to support the Canadian Motorsports Heritage Foundation, along with the Carroll Shelby Foundation. Shelby created the foundation in 1991 following his own successful heart transplant operation; it is dedicated to providing financial support for children and medical professionals to help overcome life-threatening health issues worldwide, and to promoting continuing education development.

A 2011 Ford Shelby GT 500, with Shelby’s autograph on the hood, will be auctioned live at the reception, along with other exclusive items.

Shelby, now 87, is expected to attend the event.

Ford Fiesta has its young, savvy driver in mind

European handling, modern design add to subcompact’s appeal

It has been many years since Ford has had a subcompact in its lineup, so it is with great excitement that Ford brings the Fiesta to North America this summer.

It will be built in Mexico, yet it will retain the European driving dynamics that have propelled it to be the No. 2 bestseller in Europe. It should be mentioned that the Fiesta is built on the same platform as the Mazda2, so look for much more competition in this important fuel-saving segment of the market.

The “dragon eyes” and oval front opening give a sense of motion, while the stance conveys more of a solid look than we are used to in this class.

The Fiesta will be sold as a five-door hatchback or four-door sedan. Canadians embrace subcompact cars and will find the back seat and trunk space useful and capable of fulfilling many needs.

The interior of the Fiesta boasts features that would normally be found in more expensive cars.

There are no fewer than seven airbags to protect all the occupants, tilt and telescopic steering, height adjustable driver’s seat and a long list of options will make the Fiesta a pleasure to own. The Sync communications system has the capability to provide hands-free calling, iPod integration, automated text readout and more.

Interior refinement is the name of the game here, and the dash features soft touch materials with a centre console that resembles a cellphone. The dials and switches are manufactured to the same quality as cars costing much more, so even though the Fiesta is small and thrifty, the interior never lets on that this is supposed to be basic transportation. The only other current model to have this level of finish at an entry-level price is the Mazda3.

Ford has learned that North Americans want to experience the same level of ride and driving dynamics that Europeans enjoy.

Potential buyers told Ford not to change the handling characteristics, so the European shock and spring settings will remain in the car we get.

The ride has good feedback to the driver, the handling is sure footed and the steering has a connected feel without jarring the occupants. The most amazing attribute when driving is the muted and sophisticated level of noise and suspension dampening.

The Fiesta feels like a well made, more expensive car than it is. A manual transmission is standard, but a Powershift automatic will be available.

ABS and vehicle stability control will be standard equipment. The 1.6L four-cylinder produces 119 horsepower, which is more powerful than rival subcompacts except the Nissan Versa.

For Canadians wanting to buy an inexpensive yet fun car, the Ford Fiesta is well worth the wait. The basic cars will be attractive at $12,999, but the top models will be sold for $18,899. – -Power: 1.6L four-cylinder with 119 hp   – -Warranty: three-year/60,000km   – -Price: $12,999-$18,899

(from Edmonton Journal)

2011 Ford Super Duty a do-it-all mobile office

New engines, high-tech interior sure to please

Ford’s new heavy-duty work truck — the vaunted 2011 Super Duty — was officially unveiled at the Canadian Western Agribition in Saskatchewan, but it will no doubt feel right at home at this city’s motor show.

These trucks are a standard tool in farm, ranch and oilpatch stables, and Ford recognizes that the trucks need to be an office on wheels and has added impressive interior options to accommodate the not-so nine-to-five crowd.

At the centre of Ford’s offering is a new 4.2-inch LCD screen and a five-way button on the steering wheel that lets customers navigate through menu options that cover everything from fuel economy to towing convenience. Ford Works Solutions is a suite of technologies that allow a driver to run office and accounting software and use peripherals such as a keyboard and printer.

This truck also addresses another growing segment of Alberta’s population: the fifth-wheel RV towers who drive to and from the U.S. and spend their summers on the road. In fact, it’s this group (and the ever-increasing size of their recreational trailers) that Ford says influenced its decision to build the F-450 pickup (that tows more than 11,100 kilograms) in 2008.

For 2011, the Super Duty changes not only its tin but its engines. The new standard engine (on any of the Super Duty line) is a gasoline V-8– the 6.2L. This motor delivers more power with better fuel economy. The engine is E85/flex fuel capable, meaning it can run on regular, partial or up to 85 per cent ethanol-mixed gasoline.

Garnering most of the attention is the all-new 6.7-litre V-8 Power Stroke turbodiesel. The exhaust manifolds reside in the valley of the V-8 rather than outboard, while the intake is outboard where the exhaust normally is. Also, the cylinder heads are flipped around in comparison with previous V-8 layouts.

Why? Ford says this unique layout — an automotive industry first that it designed — has several advantages. The exhaust system volume is reduced, meaning air can be fed to the single turbocharger more quickly for faster spool-up and reduced lag, resulting in improved throttle response. The single turbocharger is centre-mounted on a pedestal in the back of the valley, reducing vibration and noise.

Ford is claiming the new 6.7L diesel will have class-leading fuel economy. Horsepower should exceed the 350 horsepower and 650 pound-feet of torque of the outgoing engine, and, on a green note, the 6.7L diesel will be compatible with B20 fuel, meaning it can run on mixtures of up to 20 per cent biodiesel and 80 per cent petroleum diesel fuel.

As for getting the power to the wheels, a new 6R140 heavy-duty TorqShift six-speed automatic has been designed to handle the increased torque produced by the new diesel engine and the higher r.p.m. of the new gasoline engine. The transmission will also come with Ford’s SelectShift feature, which lets the driver shift manually.

For even greater trailer control, the 2011 Ford Super Duty harnesses the power of the Power Stroke diesel, which increases engine exhaust back pressure to help slow down the vehicle and trailer.

There’s no button to push; the diesel powertrain calibration automatically increases the engine exhaust back pressure, making it seamless to the driver.

Another feature of this transmission is an optional Live Drive Power Take Off (PTO) for diesel-equipped trucks.

(from Edmonton Journal)

2010 Ford F-150 SVT Raptor – Rapture-inducing Raptor

The Raptor: It’s not a stealth fighter, it’s not a so-so basketball player nor is it a bird of prey.

This is a Ford F-150 that’s been tweaked, massaged and bulked up by the company’s Special Vehicles Team.

Like a stealth fighter, it can be upon you before you realize it’s there. Like an eagle or an owl, it’s built to hunt down and overcome its prey quickly and efficiently. It bears no resemblance to that basketball player, other than that it’s tall — about 200.7 cm.

Originally designed to hunt down other race trucks in the sand and heat of the Baja Peninsula, the SVT Raptor’s range has grown to include the cold snow banks of Canada.

It hunted them down in Baja and it hunts them down out here in the west, too.

The Raptor is the big bird of the F-150 line. It’s 178 mm wider, it’s tall, it’s high and it’s aggressive looking.

Getting in, even with the running boards, is a bit of a climb but once inside the view is terrific, especially those optional orange accents.

All the controls are within easy reach — and there are a lot of them when you consider the integrated trailer brake control (worth every penny of its $300 cost) and the bank of accessory switches that also houses off-road-specific controls. Just above the centre stack is the navigation screen and control centre for the Sync infotainment system.

Like an eagle soaring overhead, the Raptor catches the eye and turns heads wherever it goes.

Taking on fuel (something that happens a lot) takes some time, firstly because the Raptor needs a lot to eat and secondly because there are so many questions from people who are attracted by the truck’s orange exterior with the “mud splash” graphic package.

This truck makes a no-nonsense statement even at night as, instead of roof-mounted clearance lights, the Raptor has small grille-mounted LEDs and small LED rear fender markers.

Supercab rear seats require the front doors to be open before the rear doors can be opened. There’s room back there for two medium-size adults to ride comfortably. If you want to carry stuff in the cab, and 60/40 split folding seat cushion can be operated with one hand.

A tall truck means a tall crawl into the pickup box, right? Wrong! The test truck has the optional step built into the tailgate…a terrific feature if you’re loading into the box.

OK, SVT has done the cosmetic stuff. What about the stuff that makes it fly? They’ve done their magic there, too. Under the hood with its functional air extractors resides a 5.4-litre Triton V8 that pushes out 320 hp launched by 390 lb.-ft. of torque. A 6.4-litre version is on the way.

Power gets to the wheels through a six-speed automatic transmission and an electronically controlled part-time 4WD system. Hammering the throttle off the line isn’t going to light up the big beefy 315/70 specially designed tires mounted on 17-inch rims, but the rollout is authoritative and speed just climbs. And climbs.

I expected a truck with 34 cm (13.4 inches) rear suspension travel and 28.4 cm (11.2 inches) travel in front to handle the wicked conditions of the Baja would be a rigid rider, but not so. This is the smoothest off-road specific 4×4 pickup I’ve driven.

The secret is the internal bypass Fox Racing Shox shock absorbers, the only bypass shocks you’ll find on a street truck. SVT engineers got creative and came up with a completely reworked suspension system that’s rider friendly on the street and in the back country.

Handling is precise and predictable. The Raptor will fly where you point it. The only downside is that the steering binds a little at a crawl in 4×4 mode — in deep snow, at least. I have no idea what it would be like in sand, but it would be fun to find out.

Oh. Yes. It will pull a 2,722-kg (6,000-lb.) trailer and there’s a rear back-up camera mounted into the bottom rim of the Ford badge that looks down onto the trailer hitch position.

Dare I say the Raptor induces rapture? Yeah. I dare.

I’ll give the young lumber yard attendant the last words:  “That sure is a great-looking truck, mister.”

(from autonet.ca)

Will small car buyers find Ford?

(from wheels.ca)

Two thousand and nine was a very good year for Ford in Canada.

In an industry down 12 per cent, sales were up 7, resulting in a 15 per cent marketshare—the automaker’s best here in seven years. Ford even beat out General Motors in truck sales for the first time in a decade.

All good news for fans of the Blue Oval. But between a shift in consumer tastes, and tighter fuel economy regs on the horizon, small cars—the part of the market the Detroit Three handed over to the imports decades ago—are the future.

So how will Ford handle the shift away from its current best-selling pickups and SUVs to small, European cars, like the new Fiesta, Focus and C-Max making the auto show rounds?

“Our focus for 2010 is to introduce the car side of Ford to customers,” Ford of Canada CEO David Mondragon, told The Crank during last week’s Detroit show media days.

Mondragon admits that changes in Ford showrooms will be necessary. Salespeople use to selling trucks and SUVs will have to readjust their mindset for a new type of customer.

“I don’t know if the demographic makeup of our dealers match up with the type of customers that are—or will be—coming to our stores,” said Mondragon.

He expects cars like the subcompact Fiesta to attract more diverse customers than what are currently shopping at Ford dealers, including more females than ever before.

One way to win back customers who would never consider a Ford small car is value. Based on the way the 2011 Fiesta will be sold, Mondragon is confident it will be a hit. You will be able to load up your Fiesta like a Mini Cooper with ICE and leather seats. But the base car is where Ford’s marketing will be the loudest.

“Versus some of the ‘beer cans’ on the road that our competitors sell, our base model Fiesta will not be a ‘stripper’—its apples and oranges,” explained Mondragon.

For example, starting at $12,995, the five-door Fiesta will come with ABS, tilt/telescopic steering, front-, side-, curtain and knee-airbags, and a six-speed manual transmission—all as standard kit.

Yaris, Fit and Accent are all at least about a $1,000 more.

And based on some drive time this summer on a pre-production Fiesta, the Ford may be the most fun-to-drive in its class.

But is Ford’s newfound small religion enough to get import buyers back into its showrooms? The product looks good. So does the pricing-versus-content ratio.

But is that enough to get you to consider a new Fiesta over established import small cars?

www.hallmarkford.ca

Ford Fusion Hybrid does 2,326 km on a single tank

(from Canadian Driver)

Washington, D.C. – A team of drivers trained in maximum-mileage techniques coaxed 1,445.7 miles (2,326 km) out of a single tank of fuel in a 2010 Ford Fusion Hybrid. The vehicle, a non-modified production model, averaged 81.5 mpgUS (2.8 L/100 km) during the event.

The Fusion Hybrid 1,000-Mile Challenge started on Saturday, April 25 in Mount Vernon, Virginia, and ended April 28 at 5:37 a.m. in Washington, D.C. The Fusion depleted its tank after more than 69 hours of continuous driving, setting a world record for a gasoline-powered midsize sedan. The car’s official estimated range is approximately 700 miles (1,126 km) per tank.

The challenge team, which included NASCAR driver Carl Edwards, high mileage trailblazer Wayne Gerdes, and several Ford Motor Company engineers, raised more than US$8,000 for the Juvenile Diabetes Research Foundation.

Feature: 2010 Ford Fusion Hybrid

(from Canadian Driver)

The first production hybrid vehicle – the 2000 Honda Insight – went on sale in Canada a decade ago. It was a little odd-looking, carried only two passengers and had an MSRP of $26,000. Since then, hybrid technology has improved and vehicles have become much more conventional in appearance and operation.

One hybrid vehicle that’s getting very positive reviews is the Ford Fusion Hybrid. Like some of its competitors (Toyota Camry Hybrid, Nissan Altima Hybrid) it points the way to how hybrid vehicles are becoming part of the mainstream midsize market. But on the road, what are the differences between it and a conventional Fusion?

2010 Ford Fusion Hybrid; photo by Chris Chase.

Not a lot, actually. Visually, the Fusion Hybrid is little different than the conventional version; no quirky or strange looks that shout “hybrid,” other than a few logos on the doors and rear trunk lid. And driving it doesn’t require any particular skill or expertise that you wouldn’t have when driving any other midsize family car. The powertrain, of course, is very different. It consists of a 2.5-litre four cylinder gas engine and a 70-kilowatt electric motor mated to a CVT (continuously variable transmission) and producing a net horsepower rating of 191. But still, its operation is not something of which you’re particularly aware.

2010 Ford Fusion Hybrid. Click image to enlarge.

Step inside, turn the key and you’re greeted by the first really obvious difference, as the gas engine doesn’t start immediately. Instead, it gathers information from the smart climate controls to determine whether the engine is really necessary, and if not, you just drive away on battery alone. On days when the temperature is cold, the engine will start in order to better warm the cabin and defrost the windows. On warmer days, the engine start is delayed, thus saving fuel.

On the road, the Fusion Hybrid is almost silent, and doesn’t feel underpowered. If you’re running on electric-only, a quick stab at the throttle will kick in the gas engine and all the power you need is available.

The regenerative brakes on hybrid cars still use conventional brake pads to stop the car at high speeds, but at slower speeds the electric motor reverses direction and this reversal counteracts forward momentum to slow the car. The reversal of the electric motor acts as a generator, which produces voltage, and this is used to recharge the batteries. Ford claims improved brake pedal feel from previous generation braking systems with a new simulator brake actuation system, but I think this still needs some tweaking, as the pedal feel is very spongy and brakes tended to grab, especially when cold.

2010 Ford Fusion Hybrid; photo by Chris Chase.

The dashboard is a busy place with plenty of information to absorb. Gauges show whether the engine or the electric motor is running, state of charge of the battery, and on the far right of the dashboard is an interesting indicator that you don’t see on conventionally powered vehicles. It’s a series of vines, and as you drive, leaves magically appear on the vines. The idea is that the more leaves you have, the more fuel-efficiently you are driving, Ford calls it an EcoGuide, and it’s designed to coach you on optimizing the performance of the hybrid powertrain.

The levels of information displayed can be customized to suit each driver’s needs or situation. A shutdown screen reviews important information from the latest trip, giving fuel economy figures and comparative data from previous days. Also available on the optional navigation system screen is a display of the hybrid drivetrain, showing power flow, fuel economy and battery state of charge.

2010 Ford Fusion Hybrid; photo by Chris Chase.

The new Fusion Hybrid isn’t Ford’s first attempt at building a hybrid – 2005 saw the introduction of the Ford Escape Hybrid, and Ford engineers have been working to improve the technology since then. Some of the improvements are a smaller, lighter nickel-metal hydride battery which produces 20 per cent more power, Intake Variable Cam Timing (iVCT), which changes spark and cam timing allowing a more seamless transition between gas to electric mode and back, as well as smarter climate controls that monitor cabin temperatures and run the engine only when needed to heat the cabin. Also new is the ability of operating in electric-only mode at speeds up to 75 km/h, producing official fuel efficiency figures of 4.6 L/100 km city and 5.4 L/100 km highway.

I found that the only indication of actually driving a hybrid was the occasional burble when the gas engine would kick in, and the strange brake pedal feel mentioned above. On the positive side, I enjoyed the feeling of being stuck in stop-and-go traffic and not burning a single drop of fuel. During my week with the 2010 Ford Fusion Hybrid I averaged 6.3 L/100 km of mostly city driving.

Ford Net May Be $2.65 Billion as Mulally Achieves ‘Impossible’

(from Bloomberg)

Ford Motor Co. may report 2009 net income of $2.65 billion tomorrow after overcoming the worst U.S. auto market in 27 years and avoiding a federal bailout. An annual profit would be the first for CEO Alan Mulally and ratify his strategy of developing new models such as the Fusion hybrid while slashing the North American workforce by about 47 percent since he joined Ford from Boeing Co. in late 2006. “This is a company that absolutely bled money in the last five years,” said Bernie McGinn, president of McGinn Investment Management of Alexandria, Va., which owns 320,000 Ford shares. “Mulally has done what had been considered impossible in a very short amount of time.” Mulally, 64, reiterated yesterday to reporters in Washington that Ford won’t be “solidly profitable” on an operating basis until 2011, saying he’ll give “updated guidance” once earnings are out.

Carroll Shelby builds GT350s from 2011 Ford Mustang GTs

(from USA Today)

 

Among muscle-car fans, Mustang’s original Shelby GT350 holds a special place in history as the premier powerful, track-hugging, custom Ford pony car of the late 1960s.

Now Carroll Shelby, who just turned 87, is modifying the latest high-powered 2011 Ford Mustang GT, due on sale this spring, to create a new version of the GT350, which was formally unveiled Monday night at the opening gala for the Barrett-Jackson Auction in Scottsdale, Ariz.

The new car is being released on the 45th anniversary of the original GT350, and only about 2,200 of them will be produced over the next two years.

The new GT350 plays heavily on nostalgia and is aimed straight at “old Baby Boomers” who remember the original, Shelby says. “They love the performance and they will stick with it.”

Even better, there is a higher likelihood than with younger Shelby fans that Boomers can afford it. To get one, buyers first have to purchase a new, stock 2011 Mustang GT from Ford, which is expected to be priced at $30,000. Then they will need to write a check to Shelby American for an additional $33,995 to pay for morphing the car into a GT350.

About 100 Shelby fans have already lined up to buy one, says Amy Boylan, president of Shelby American car customizing operation headquartered next to a racetrack in Las Vegas. It proves how strongly memories remain about the original.

“The legend lives!” says Tom duPont, publisher of the duPont Registry, a sales guide of classic and collectible cars, and owner of more than dozen cars.

“It is the Holy Grail of all Shelbys,” Boylan says about the original. Never mind that there are plenty of others now modifying Mustangs in the custom-car world. “When you look at a sea of Mustangs, there are only so many people who can build Mustangs that have heritage.”

There’s no mistaking the new GT350’s heritage. While Ford sells its own GT500 with Cobra badges under license from Shelby, the GT350 will be very different. Body modifications to the front and rear of the 2011 version make it appear like the original. And as in 1965, the 2011 GT350 is white with blue “Le Mans stripes.” Carroll Shelby won the 24-hour Le Mans endurance race in France in 1959.

The 412-horsepower Ford 5.0-liter engine for 2011 will be modified for GT350 to give it upwards of 500 horsepower. (The original GT350 had a 289-cubic-inch V-8, producing 350 horsepower.) All will have a six-speed manual transmission, centered rear exhaust, functional scoops and racing brakes.

The suspension gets racing springs, struts, sway bars and camber plates. To finish it off, there are 19-inch wheels and extra-grippy tires.

“This car is our most radically designed,” Boylan says. “We don’t take it apart and slap (new parts) on. We’ve done a complete body change.”

Shelby American, which changed its name in December from Shelby Automobiles, has been modifying Mustangs for years.

“I still have the passion to do it, but sometimes I get discouraged with interference from lawyers and accountants,” says Shelby, who says he plans to keep working as long as he can.

A couple of years ago, the company modified the previous-generation Mustang into a heritage edition for Hertz, the GT-H. Shelby has since produced versions of his Super Snake models.

The company also makes recreations of the Cobra sports car, another model from Shelby’s heyday nearly a half-century ago. “Any opportunity Carroll Shelby has to make a buck on his heritage, he’ll take. But we’re the beneficiaries,” said duPont. He says he thinks the GT350 will succeed mostly because it will be fun to drive, putting aside any value as a collectible.

But Dave Kinney, editor of Hagerty’s Cars That Matter, a pricing guide to collectible cars, says the combination of Mustangs and Carroll Shelby may not be “perceived as significant right away” but could be “significant in the future.”

Indeed, a prototype for the 1965 Shelby GT350, the 10th ever built, is going on the Gooding & Co. auction block in Scottsdale this week, where it could fetch $200,000.

“Those cars were spectacular,” says Steve Davis, president of Barrett-Jackson, about the original. “They are one of the most desirable collector cars in the world.”

2011 Mustang GT Indy Pace Car sells for $300000 at Barret Jackson!

January 23, 2010

Scottsdale, Arizona

The Barrett Jackson auctions are some of the most famous auto auctions in the world.  Every year in Scottsdale thousands of vehicles are sold for millions of dollars.  Additionally, many vehicles are sold at auction for charity, raising millions for worthwhile causes.

2010 was no exception.

This 2011 Mustang GT, which will be the pace car for the Daytona 500, sold for an incredible $300000 USD during the Saturday session of the auction.  Proceeds from the sale of this car will go to the Juvenile Diabetes Research Foundation.

The winning bidder not only gets the car after the Daytona 500 race, they will also get tons of extras from Ford, including passes into the pit areas, admission to Ford Hospitality at the race, and a hot lap in the car with a professional race car driver.