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
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