The Driver - Spring 2017 TheDriver_Spring_2017_v4_singles | Page 5

original Hydra-Matic transmission incorporated two features which are still widely emulated in today’s transmissions. The Hydra-Matic’s ratio spread through then four gears and produced excellent acceleration in first, good spacing of intermediate gears, and the effect of an overdrive gear in fourth, the top of the transmission. Further, third and fourth were responsible for a portion of the engine’s overall torque, resulting in a higher degree of efficiency. That transmission’s behaviour was similar to today’s modern units incorporating a lock-up torque converter. During a slight lapse in an otherwise typical Quebec winter, we had an opportunity to drive the new F-150 pickups round trip from Montreal–Pierre Elliott Trudeau International Airport through rural Quebec before arriving in the resort town of Estérel. In a conversation after the fact with Ford engineers, clearly the 10-speed’s ratio spread, at 7.4, is wider than the six-speed’s, but not by much. While first gear is shorter than its six-speed equivalent, 10th gear is slightly taller than the old automatic’s sixth. As a result, you may expect a quicker response “off-the-line” and generally slightly lower engine revs at highway speeds. As before, the 3.5-litre EcoBoost is the number one engine choice in the F-150 lineup, packing far more peak torque (an additional 83 lb.-ft.) than the 5.0-litre V8 it replaces. With the 10-speed’s smaller steps between gear ratios, you will observe lower engine speeds more of the time. However, step on the throttle, even gently, and the tachometer will show less than 3,000 RPM at highway cruising speed as the efficiency of the 10 different gear “stages” are graphically shown on the clearly-defined dashboard. We were advised during a pre-tech presentation that this 10-speed transmission makes it easier to avoid falling too far into the throttle in normal driving, which should improve the EcoBoost’s real-world fuel economy and make the EcoBoost more “eco-like” since there would be less tendency to engage the twin turbochargers and ultimately burn more gasoline. All things being equal, regardless of the conditions of the pavement, whether dry, wet, snow-covered or even icy, the 2017 F-150 acquitted itself very well and quickly proved the new engine and transmission as worthy contributors to the F-150 roster and should ultimately The Raptor’s standard BF Goodrich All-Terrain T/A KO2 tires were put to the test, utilizing every ounce of tread to maximize grip on the quickly-changing landscape. “pushing the Raptor was an exercise in control – and engineering.” add yet another title and trophy or two to the lineup, overcrowding the metaphorical mantel at Ford HQ in Oakville, Ontario. But wait, there’s more. The invitation from Ford was to come to Quebec and play. Waiting for us at the legendary Mécaglisse Motorsports complex were four interesting beasts – the 2017 F-150 Raptor. Redesigned as part of the new F-150 team, the Raptor is built upon the same aluminum bodywork and receives the same 10-speed gearbox found in its aforementioned best-selling counterpart. This second-generation Raptor has been lovingly configured by the folks within Ford Performance. The Raptor adds skid plates to protect the beast’s belly, lightweight yet heavy duty aluminum running boards, and an upgraded performance exhaust integrated into the rear bumper to maximize its rock crawling abilities – and sound aggressively pissed while doing so. Similarly, as in the more utilitarian 2017 F-150, Ford uses the second- generation 3.5-litre V6 EcoBoost. But there the similarity ends. This 3.5L gets a further boost of power – enough to kick performance up to a peak of 450 horsepower and torque to a maximum of 510 lb.-ft. Over an hour or two, we experienced just how well this beast could handle itself on a “road” through a forest that presented packed snow, ice and in one instance, a stream of mud, ice and snow we were encouraged to drive through it flat out. The Raptor’s standard BF Goodrich All-Terrain T/A KO2 tires were put to the test as well, utilizing every ounce of tread to maximize grip on the quickly- changing landscape. In fact, in the often slippery conditions, pushing the Raptor was an exercise in control – and engineering. The rear end is, as one might expect, lively but never felt as if it was taking a drive without you. At the end of our day, it became obvious: if smiles and grins were the currency of this event, Ford would appear to be on track for at least one more year as leader of the pack with the F-150, regardless of the nomenclature – and then some. TDM thedriver.ca 5