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    2017 Ford F-150 to Get 10-Speed Automatic, Second-Generation 3.5L EcoBoost

      What you need to know about the new 3.5L EcoBoost and Ten-Speed Automatic for the 2017 F-150


    2017 will be an important year for the Ford F-150 as the blue oval will be introducing the second-generation of the 3.5L EcoBoost V6 and a ten-speed automatic transmission.

     

    The second-generation 3.5L EcoBoost is completely all-new with the block, heads, turbochargers, and other components changed. A key item Ford points out with the 3.5 engine is that it features direct injection and port fuel injection - basically two injectors for each cylinder. In low-load situations, the engine uses only the port fuel injection as it is said to be more efficient. During heavy-load situations, both injection systems are used to provide maximum power.

     

    Horsepower still stands at 365. Torque has increased from 420 to 450 pound-feet, making the 3.5L the one of the torquiest engines in a full-size, light-duty truck (GM's 6.2L V8 with 460 pound-feet rules the roost here). There is also a more potent version that will go into the Raptor with 450 horsepower.

     

    The engine will be paired up with a new ten-speed automatic that is the result of a partnership with Ford and General Motors. The automatic is said to improve overall efficiency with eighth, ninth, and tenth gear all being overdrive and a reduction in friction.

     

    Ford didn't talk about how much of an improvement the ten-speed would bring in terms of fuel economy numbers, so we'll be waiting for the official EPA numbers. The new 3.5L EcoBoost and ten-speed automatic will arrive later this fall.

     

    Source: Ford

     

    Press Release is on Page 2


     

    MORE TORQUE AND BETTER BOOST: 2017 FORD F-150 TO DEBUT WITH ALL-NEW 3.5-LITER ECOBOOST ENGINE AND 10-SPEED TRANSMISSION

    • Continuously improving for customers, 2017 Ford F-150 doubles down on efficiency, capability and performance with debut of the second-generation 3.5-liter EcoBoost® engine and all-new Ford-built 10-speed automatic transmission
    • New 3.5-liter EcoBoost V6 engine provides 30 lb.-ft. more peak torque compared with the first-generation EcoBoost engine, up to a best-in-class 450 lb.-ft. for a V6, beating gasoline- and diesel-powered competitors
    • The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance


    DEARBORN, Mich., May 3, 2016 – Ford, America’s truck leader, continues its relentless pace of innovation, delivering more torque and better acceleration to 2017 F-150 customers with the all-new 3.5-liter EcoBoost® engine and 10-speed transmission.

     


    The new second-generation 3.5-liter EcoBoost engine will provide 30 lb.-ft. more peak torque compared with the first-generation 3.5-liter EcoBoost engine, up to a best-in-class 450 lb.-ft. for a V6. F-150 remains the only truck in its segment to offer a twin-turbo V6 gasoline engine.

     

    The all-new Ford-built transmission – the first volume-production 10-speed automatic transmission available to consumers from any automaker – will deliver improved acceleration and performance compared with previous six-speed automatic transmissions.

     

    “The Ford truck team lives to serve our hardworking truck customers,” said Raj Nair, Ford executive vice president, Product Development, and chief technical officer. “The powertrain is the heart of every F-150, and together our all-new 3.5-liter EcoBoost and 10-speed transmission will give our customers better power, efficiency and confidence.”

     

    More than 20 patents are approved or pending for the innovative powertrain combination.

     

    Second-generation 3.5-liter EcoBoost engine
    The new 3.5-liter EcoBoost engine builds on the success of the 2.7-liter EcoBoost engine and first-generation 3.5-liter EcoBoost engine available for the 2016 F-150. Nearly 1 million F-150 EcoBoost engines have been sold to date, with the 2.7-liter and first-generation 3.5-liter accounting for approximately 60 percent of F-150 sales.

     

    Ford engineers designed the new 3.5-liter EcoBoost engine to provide best-in-class torque for a V6 engine, beating gasoline- and diesel-powered competitors. The new engine provides better low-end and peak engine performance, ideal for hauling heavy payloads and towing heavy trailers.

     

    The engine features an all-new, Ford-first dual-direct and port fuel-injection system. Two injectors per cylinder – one mounted in the intake port where air enters the cylinder and one positioned inside the cylinder – work together to improve power output, efficiency, and emissions.

     

    All-new turbochargers deliver more boost thanks to improved twin turbos and a lighter turbine wheel. The new turbos work seamlessly with Ford-first electrically activated wastegates, enhancing operating efficiency. Light-weighting the turbine wheel – by making it out of high-temperature super alloy Mar-M-247 developed by the aerospace industry – improves responsiveness.

     

    Ford’s commitment to continuous light-weighting to improve performance also is evident in the hollow camshafts in the all-new roller-finger follower valvetrain that help save up to 4 pounds of weight. The valvetrain also features more durable intake and exhaust valves, and hydraulic valve-lash adjusters that optimize engine durability over the life of the truck.

     

    The new 3.5-liter EcoBoost engine provides Auto Start-Stop as a standard feature, helping customers save fuel, though actual fuel savings vary depending on driving patterns. The technology also contributes to a reduction in CO2 emissions due to decreased idle times. Auto Start-Stop is specially tuned for truck customers, shutting off the engine when the vehicle is at a stop – except when towing or in four-wheel drive mode.

     

    All-new 10-speed transmission
    The new 3.5-liter EcoBoost engine will be paired with an all-new 10-speed transmission for the 2017 F-150.

     

    The transmission delivers improved acceleration and performance compared with previous six-speed automatic transmissions, thanks to optimized wide-span gear spacing, coupled with drag-reduction actions. Three overdrive gears and a wider ratio span enable lower-numerical rear-axle ratios to help improve fuel efficiency at highway speeds, while maintaining best-in-class towing.

     

    Weight savings play a key role in improved shifting performance. The 10-speed transmission uses advanced materials and alloys to save weight, and it is the first Ford gearbox that does not use cast-iron components.

     

    An integrated torque converter/turbine clutch also helps shave more than 2 pounds of weight, while also reducing the packaging footprint.

     

    Smarter shift logic helps 2017 F-150 customers tow with improved confidence using tow/haul mode. All-new real-time-adaptive shift-scheduling algorithms monitor more than a dozen powertrain- and driver-control signals to ensure the right gear at the right time for an engaging driving experience, including in sport mode.

     

    An integrated electric pump works with the standard Auto Start-Stop system for seamless restarts and improved driving efficiency.

     

    Manufacturing investment
    Ford announced earlier this year that it will invest $145 million to upgrade its Cleveland Engine Plant – creating or retaining 150 jobs to support production of the all-new second-generation 3.5-liter EcoBoost engine for the 2017 Ford F-150 lineup.

     

    An additional $1.4 billion is being invested at Ford’s Livonia Transmission Plant to create or retain 500 hourly jobs to build the 10-speed transmission.

     

    Both investments are part of the company’s commitment to invest $9 billion and create or retain 8,500 hourly jobs in its U.S. facilities during the next four years. In the past five years, Ford has invested $12 billion in its U.S. plants and created nearly 28,000 total U.S. jobs.

     

    The 2017 Ford F-150 goes on sale this fall.

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    The torque increase is great and more important than a HP increase. But even a small HP bump would have been nice.

     

    I do like the dual FI set up. A) its said to be more efficient at certain RPM loads. B) it will also help alleviate carbon build up that is known to accumulate on DI engines.

     

    I wonder when the exactly this 2017 with its new gen 3.5L EB and class leading 10spd will be available?

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    ^ Is it beating the ZL1 to the dealerships? I honestly do not know but I know they said it would be available a month or so ago.. 

     

    I am a little disappointed w/ no hp bump but that's for no good reason as this is a truck and it's getting a 30tq increase. That's the most important part. I also hope that they chiseled out some of the ecoboost fuel economy situations. 

     

    It is good to hear that they are mixing direct and port injection, for the same reason named above, coked up valves. 

     

    I would eventually like to know where the efficiency gains will come from, 10spd vs 2nd gen 3.5EB. I'm curious how much efficiency will be had from the new more efficient with more ratios transmission and how much will be gained from the engine itself. Nice to see them both be put together at the same time. I would think this would yield pretty good overall gains being put together at the same time. 

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

     

     

    Maybe its meant as not " peak torque ", but as in torquiest power spread. There the EB's ( 2.7 and 3.5 ) have shown to not be as peaky as the EcoTec3's

     

    One must remember that the 6.2L is only available on some trims too.

     

    EDIT

     

    * best-in-class 450 lb.-ft. for a V6. *

     

    I was reading the PR and can't find where it states " torquest engine in a full sized light duty truck

     

     

    https://media.ford.com/content/fordmedia/fna/us/en/news/2016/05/03/2017-ford-f150-more-torque-better-boost.html

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    "Torque has increased from 420 to 450 pound-feet, making the 3.5L the torquiest engine available in a full-size, light-duty truck."

     

    The GM 6.2L V8 makes 460 lb-ft of torque and is primarily available on the GM light duty 1500 trucks. Is there some asterisk to that claim that I'm not aware of?

     

    It's interesting Ford chose to go with a split port/direct injection system. I would have expected the added complexity and parts would outweigh the benefits, but they must have found something significantly advantageous in testing. I tend to like the idea of having port fuel injection even if merely for the fact that it cleans carbon deposits in the ports that DI engines have left untouched in a way that becomes additional maintenance long term.

    Good point. I made a slight correction and added GM's 6.2 to the story.

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    The dual-mode FI system sounds like it'll be an advantage.

     

    I doubt the 10-spd is likely to EVER see 9th & 10th gear usage. My brother has a 6-spd (5th & 6th overdrive) and it almost never shifts to 6th. You have to be coasting on dead-level highway with a slight tailwind to get it in 6th. I'd like to take a spin in one of these 10-spd F-150s tho.

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    The first volume-production 10-speed automatic transmission available to consumers from any automaker will deliver improved acceleration and performance

    And will be available around the same time as the ZL1.

    Just to clarify.

    Still great news for Ford. The ten speed will be a hit for both Ford and GM.

    Yeah I just saw that too. I didn't see the press release was on page 2. I guess they're taking a jab at the EcoDiesel V6.

    Or it's just clever marketing since they don't have a mainstream V8 to compare to the 6.2L. Edited by surreal1272
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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

     

    That was one thing I "addressed" as well in an earlier post. I hope this new motor addresses that issue as well. 

     

    I would think the 5.3 would get the 8spd across the board for 2017 as it has been slowly moving through the lineup. You can get it now can't you? Only in like High Country or whatever trim though, right? 

     

    Well I was factoring in purchase cost and fuel cost and at 1-2 mpg across the board or for the life of the truck that adds up when fuel eventually goes above $3/gallon again. 

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    But will it really be as fuel efficient as a natural V8? So far the forums do not show this for the turbo motors.

    The current 3.5 is more efficient than THEIR n/a v8. The GM 5.3 is a great motor that blends power and efficiency very well. No clue if this will be more efficient or not but even if it's equal the output difference is very significant.

     

     

    The current 5.3 is also only paired with a 6-speed at the moment in most applications.  So that is another factor.

     

    True, as is the current 3.5. I'm actually a HUGE fan of the 5.3. I actually think if I got to pick any truck engine to use daily(with money being a factor) it would be the 5.3 over either ecoboost and obviously the 6.2 will be a gas hog.. V8 burble still and good fuel economy, respectable hp/tq. I just like the combination a lot. If Ford would use some of the tech in their 5.0 they'd be onto something a little more. 

     

    I'm just very eager to read about a lot of the new product coming out; CT6, XT5, 10spd, Raptors, ZL1s, Mach1??? 

     

     

    I'm just talking about the eventual comparisons of the new 3.5 + 10speed to the 5.3 + 6speed. 

     

    My own concern would be the Ecoboost's tendency to not meet EPA MPG specs in the real world where I can usually beat it with the 5.3. Just my own experience.

     

    The 6.2+8speed is just about the same mpgs as the current 3.5EB. So not that much of a hog.

     

     

     

    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

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    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

     

    I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

     

    18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

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    Most comparisons of the 5.3L are against the 2.7L, not the 3.5L, where its been proven the 2.7L not only out performs at the pump, but is also notably quicker loaded and unloaded.

     

    I agree the 2.7 is the natural competition to the 5.3, but I disagree about the "proven" fuel economy.  The EPA numbers may look good, but that's not what most people consider "proven" in the real world. In fact, the exact opposite seems to be true

     

    18.9 mpg Average?  Just about any Chevy pickup with the 5.3 can do that without a sweat.

     

     

     

    The EPA rates the four-wheel-drive 2015 F-150 with the 2.7-liter EcoBoost V-6 at 18/23 mpg, and when we put it through our Real MPG testing, we saw 17 mpg city, 22 mpg highway, and 19 mpg combined. We also did a far less scientific test while the trucks were loaded down with the mats and divided the miles driven by the gallons pumped. In that test, we got 16.8 mpg.

    Then there’s Chevy’s solution. Recognizing that many truck buyers prefer V-8s regardless of power ratings, Chevy went through its 5.3-liter truck engine with a fine-toothed comb looking for efficiencies. Its piece-de-resistance is a cylinder deactivation system that turns it into a 2.7-liter V-4 under light loads. It’s a neat trick, but not as effective as Ford’s solution. The Chevy is EPA-rated at 16 mpg city, 22 mpg highway, and 18 mpg combined. In our Real MPG testing, it returned a disappointing 13 mpg city, 19 mpg highway, and 15 mpg combined. In our payload fuel economy test, though, it came within striking distance of the Ford at 16.4 mpg observed

     

    REAL MPG, CITY/HWY/COMB Chevy 13/19/15 mpg  Ford 17/22/19 mpg

     

     

    EPA CITY/HWY/COMB ECON Chevy 16/22/18 mpg  Ford 18/23/20 mpg

     

    Real MPG is what M/T recorded ( unloaded ), the Ford avg 4 mpg better and was much closer to its EPA ratings than the Chevy

     

    http://www.motortrend.com/news/comparison-2015-ford-f-150-vs-ram-1500-chevrolet-silverado/

    Edited by FordCosworth
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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

     

     

    And I prefer actual head to head comparisons that what " one claims ". 

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    I prefer the longer term tests... and my own experiences with both (as a conservative driver) show opposite results.  I can get 21 - 22 out of heavier Suburban 5.3 on the highway... and do that regularly.

     

     

    And I prefer actual head to head comparisons that what " one claims ". 

     

     

    Edmunds and Wards and Car and Driver and many posters on Ford150 got the same results, and I quote "Where's the Eco in Ecoboost?"

     

    In fact all of my ecoboost drives have returned disappointing MPGs with the exception of the Fusion 2.0T. 

     

    You and MT are the outier.

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    More interested to see how the 10 speed will do.....

     

     

    Makes me wonder since FCA is screwing up the 9 speeds pretty well right now...

    The nine-speed is much better. I just drove the Fiat 500X and Jeep Renegade and the nine-speed didn't have any of the issues from previous FCA models.

    Now the 2.4 on the other hand...

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      The Maverick Truck Club forum got its hand on an image showing a prototype Maverick on the line reportedly at Ford's Hermosillo, Mexico plant. Up front, the Maverick borrows some ideas from the Bronco Sport with C-shaped headlights and a horizontal bar splitting the grille. We don't know if Ford is planning to offer any cab configurations aside from the crew-cab seen in the photo.
      Ford did not immediately reply to comment on this when reached out by Roadshow. 
      The Maverick is expected to use the C2 architecture which underpins the new Escape and Bronco Sport. Autoblog speculates there could be two rear suspension setups based on spy shots that show a mule with twist-beam style setup with no rear differential for the front-wheel driver version. A slightly beefier setup might be used for the all-wheel drive version.
      Right now, everyone seems to think that the Maverick could debut as a 2022 model year vehicle.  
      Source: Maverick Truck Club, Roadshow, Autoblog
      Pic Credit: Maverick Truck Club

    • By William Maley
      Jim Hackett's tenure as Ford CEO will be coming to a close on October 1st as he will retire from the position. His replacement is Jim Farley, currently Ford's Chief Operating Officer, a role he took on at the beginning of this year. In a press release, Ford said the two will be working together over the next two months on the transition. Hackett will stay on as "special advisor" for some time after.
      “I am very grateful to Jim Hackett for all he has done to modernize Ford and prepare us to compete and win in the future. Our new product vision – led by the Mustang Mach-E, new F-150 and Bronco family – is taking shape. We now have compelling plans for electric and autonomous vehicles, as well as full vehicle connectivity. And we are becoming much more nimble, which was apparent when we quickly mobilized to make life-saving equipment at the outset of the pandemic,” said Ford executive chairman, Bill Ford.
      Hackett became Ford's CEO in 2017 after the ousting of then CEO Mark Fields. His short tenure brought forth some major and controversial decisions such as Ford killing off most of their passenger car nameplates to focus on trucks and utility vehicles; spending $11 billion in electric vehicles by 2022, and the introductions of the Mach-E, 2021 F-150, and Bronco. He has also dealt with a lot frustration from various groups as The Detroit News outlines,
      Hackett admitted that his tenure did cause a fair amount of friction, but said his efforts are starting to show.
      "I aimed for moving ahead versus just moving fast. Could we aim for a longer-arc kind of reward. In this case, for the three years it takes to get products to market, you're starting to see the fruits of our labor."
      Farley, who has been with Ford since 2007, knows he has a tough road ahead. Aside from realizing the various paths laid out by Hackett, he also has to deal with the issues of the COVID-19 pandemic and hopefully launch two of Ford's key product without any issues.
      Source: Ford
      Press Release is on Page 2


      FORD ANNOUNCES JIM HACKETT TO RETIRE AS PRESIDENT AND CEO; JIM FARLEY TO SUCCEED HACKETT AS COMPANY CONTINUES TRANSFORMATION
      Jim Hackett, who has led Ford Motor Company’s transformation since 2017 as president and CEO, has elected to retire from the company Jim Farley, currently chief operating officer, becomes president and CEO of Ford effective Oct. 1. He was also elected to the Ford board of directors. He will work closely with Jim Hackett on the transition over the next two months Seamless CEO transition underscores strength of Ford’s leadership team, succession planning, and company progress over the past three years, Executive Chairman Bill Ford says DEARBORN, Mich., Aug. 4, 2020 – Ford Motor Company today announced that Jim Hackett, who has led the company’s transformation since 2017, plans to retire from the company. Jim Farley has been named the company’s new president and CEO and will join the board of directors, effective Oct. 1.
      Hackett, 65, and Farley, 58, will work together on a smooth leadership transition over the next two months.
      Under Hackett, Ford moved aggressively into the new era of smart vehicles and drove a deeper focus on customers’ wants and needs. At the same time, Ford improved the fitness of the base business – restructuring operations, invigorating the product portfolio and reducing bureaucracy.
      “I am very grateful to Jim Hackett for all he has done to modernize Ford and prepare us to compete and win in the future,” said Bill Ford, Ford’s executive chairman. “Our new product vision – led by the Mustang Mach-E, new F-150 and Bronco family – is taking shape. We now have compelling plans for electric and autonomous vehicles, as well as full vehicle connectivity. And we are becoming much more nimble, which was apparent when we quickly mobilized to make life-saving equipment at the outset of the pandemic.”
      Farley, an automotive leader with deep global experience and a successful track record, collaborated with Hackett over the past three years to develop and execute Ford’s Creating Tomorrow Together plan to transform Ford into a higher-growth, higher-margin business.
      “Jim Farley matches an innate feel for cars and customers with great instincts for the future and the new technologies that are changing our industry,” Bill Ford said. “Jim’s passion for great vehicles and his intense drive for results are well known, and I have also seen him develop into a transformational leader with the determination and foresight to help Ford thrive into the future.”
      Farley joined Ford in 2007 as global head of Marketing and Sales and went on to lead Lincoln, Ford South America, Ford of Europe and all Ford global markets in successive roles. In April 2019, Farley was chosen to lead Ford’s New Businesses, Technology & Strategy team, helping the company determine how to capitalize on powerful forces reshaping the industry – such as software platforms, connectivity, AI, automation and new forms of propulsion. He was named chief operating officer in February of this year.
      Hackett, who will continue as a special advisor to Ford through March of 2021, said the time is right to pass the mantle of leadership to Jim Farley.
      “My goal when I took on the CEO role was to prepare Ford to win in the future,” Hackett said. “The hardest thing for a proud, long-lived company to do is change to meet the challenges of the world it’s entering rather than the world it has known. I’m very proud of how far we have come in creating a modern Ford and I am very optimistic about the future.
      “I have worked side-by-side with Jim Farley for the past three years and have the greatest confidence in him as a person and a leader,” Hackett said. “He has been instrumental in crafting our new product portfolio and redesigning our businesses around the world. He is also a change agent with a deep understanding of how to lead Ford in this new era defined by smart vehicles in a smart world.”
      Said Farley: “I love Ford and I am honored by the opportunity to serve and create value for Ford’s employees, customers, dealers, communities and all of our stakeholders. Jim Hackett has laid the foundation for a really vibrant future and we have made tremendous progress in the past three years. I am so excited to work together with the whole Ford team to realize the full potential of this great company in a new era.”

      View full article
  • Posts

    • That's a great reference point and it really puts this flight into a better perspective on how impressive it was. 
    • You can't call yourself "science guy" and then say no point of going to space.  Science has always been about discovery of unknown and pushing the boundaries of known.  If people wouldn't be willing to expand and learn and discover, we still would live in the original caves we came from and hunt with spears.  There are so many innovations that came  out from trying to push the boundaries, exploring.  Exploring space gave a huge amount of things we use daily now.  Take as an example that small helicopter flight that this whole discussion started.  Flying on Mars is an equivalent of flying on Earth at 87000 feet.  Current Earth record for the helicopter flight is about 41000 feet. I think it is in our nature to be curious, to explore and to expand.  Either it is good or bad is up for discussion. 
    • I'm very much a science and technology guy, and I'm pretty sure space launches and the moon missions, etc have all happened.   But being cynical, I've never seen much point in going to space (beyond launching satellites).. seems like a big money pit...billions and billons of $$$ wasted that could be put to better use to improving life on Earth, IMO.    I don't see the value in spreading the scourge of humanity into the solar system, humanity will destroy itself here eventually...better to contain the destruction wrought by humans to Earth.     
    • There are so many effing reasons to believe we actually went.    https://youtu.be/UT23ogeC1nI
    • Been a crazy Tuesday, so playing devils advocate and yes it is an established FACT, I agree with you on. But still stirring the pot to see what rises!  
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