• Sign in to follow this  
    Followers 0

    Revealed! 2017 Ford F-Series Super Duty, Now With More Aluminum


    • Ford's Super Duty Gets Aluminum-ized


    There's a new Ford F-Series Super Duty coming and it's taking some ideas from the smaller F-150.

     

    The big news for the Super Duty is that the body is made out of aluminum, helping drop 350 pounds. The frame is a fully-boxed and consists of more than 95-percent high-strength steel which Ford claims 24 times stiffer than the previous frame. This allows for more towing and hauling capacity.

     

    In terms of design, think F-150 that went to the gym every single day. The front end boasts large headlights and grille slats. The cab is similar to the smaller F-150.

     

    For the interior, Ford uses the same layout from the current model, but there is a new reconfigurable gauge cluster and revised center stack. The list of options will be long as there will be a camera-based towing system with coaching, 360-degree camera, adaptive cruise control, lane departure warning system, blind spot monitoring system, and rear inflatable seat belts.

     

    Power will come from a 6.2L V8, 6.8L V10, or a 6.7L PowerStroke Diesel V8. Ford is keeping quiet on power figures at this time.

     

    “While Super Duty is North America’s best-selling heavy-duty truck, we never take our leadership for granted. Our team is using relentless innovation in materials, Built Ford Tough engineering to deliver customers our best Super Duty yet,” said Raj Nair, Ford group vice president, Global Product Development and chief technical officer.

     

    The F-Series Super Duty will go on sale late next year.

     

    Source: Ford

     

     

    Press Release is on Page 2


     

    AMERICA'S WORK TRUCK REINVENTED: ALL-NEW FORD SUPER DUTY IS TOUGHEST, SMARTEST, MOST CAPABLE SUPER DUTY EVER

    • Toughest: All-new, high-strength steel frame; segment-first, high-strength, military-grade, aluminum-alloy body; stronger axles, springs and suspension create the only Built Ford Tough heavy-duty truck lineup that works as hard as Super Duty customers
    • Smartest: 16 class-exclusive new features and up to seven cameras make Super Duty the ultimate tow vehicle; adaptive steering technology makes maneuvering easier
    • Most capable: Ford-engineered, Ford-built gasoline and diesel engines and transmissions power all-new Super Duty lineup that tows and hauls more than ever


    DALLAS, Sept. 24, 2015 – Ford, America’s truck leader, today introduces the all-new 2017 Ford F-Series Super Duty – the toughest, smartest, most capable Super Duty truck lineup ever.

     


    “Ford Super Duty is the truck America’s hardest-working men and women trust and depend on,” said Joe Hinrichs, Ford president, The Americas. “We are helping these customers build a better world by delivering a new generation of pickups that set new benchmarks in capability, performance and efficiency.”

     

    Using advanced materials to reduce weight, 2017 F-Series Super Duty pickup truck and chassis cab feature all-new, segment-exclusive smart technology to help increase customer productivity, comfort and convenience.

     

    “While Super Duty is America’s best-selling heavy-duty truck, we never take our leadership for granted,” said Raj Nair, Ford group vice president, Global Product Development and chief technical officer. “Our team is using relentless innovation in materials, technology and Built Ford Tough engineering to deliver customers our best Super Duty yet.”

     

    Toughest
    The backbone is an all-new, fully boxed frame comprised of more than 95 percent high-strength steel that offers up to 24 times stiffer than the previous frame – enabling the most towing and hauling capability ever delivered by Super Duty. The new truck line features heavier-duty four-wheel-drive components, driveline, axles and towing hardware.

     

    For the first time, the Super Duty body uses high-strength, military-grade, aluminum alloy, which is more dent- and ding-resistant than the outgoing steel body and not subject to red rust corrosion.

     

    Together, high-strength steel and high-strength aluminum alloy help reduce weight by up to 350 pounds while Ford is reinvesting additional weight savings everywhere it counts, to give customers more towing and hauling capability than ever before.

     

    Super Duty chassis cab features an all-new, high-strength steel frame with an open-C-channel design behind the cab to enable easy aftermarket body upfit and modification.

     

    Smartest
    Towing is core to the Super Duty mission. All-new advanced coaching and camera technology makes conventional and gooseneck/fifth-wheel towing easier and more efficient than ever.

     

    There are 16 segment-first new features – from LED lighting to adaptive cruise control – that assist Super Duty drivers to make driving and work situations easier and more comfortable.

     

    As many as seven cameras help customers see more angles and monitor conditions surrounding the truck, and provide better trailering than ever before.

     

    A center high-mounted stop lamp camera provides visibility into the cargo box, especially for easier hook-up of gooseneck/fifth-wheel trailers. A 360-degree camera system uses four digital, high-definition cameras to give the driver a bird’s-eye view surrounding Super Duty. Trailer reverse guidance provides visual cues and tips to help ease backing up a trailer. A first-ever, factory-available trailer camera can be attached to a trailer to improve visibility backing up.

     

    Customers will benefit from a segment-first, in-cab trailer tire pressure monitoring system from the comfort of the cab while stopped or on the highway.

     

    Adaptive steering provides for increased confidence to help make towing the heaviest of loads easier and brings greater ease to navigating job sites and parking lots – with or without a trailer. The technology reduces the amount of steering input needed to change direction at low speed, while reducing sensitivity to steering input at higher speeds.

     

    The all-new F-Series Super Duty is available with numerous driver-assist technologies:

    • SYNC® 3 – Ford’s all-new communications and entertainment system features faster performance, conversational voice recognition and an easier-to-understand graphical interface, along with an intuitive smartphone-like 8-inch touch screen
    • Blind Spot Information System with trailer tow is optimized for Super Duty to include the length of the trailer; BLIS® uses radar sensors in the taillamps to monitor areas that may not be visible to the driver
    • Lane departure warning provides a warning when a driver strays from a lane through a series of steering wheel vibrations that mimic rumble strips
    • Adaptive cruise control and collision warning with brake support use sensors to detect slower vehicles moving in the same direction. If another vehicle is too close, red lights flash on the windshield and a warning sound chimes. If the driver does not hit the brakes, the brake system is pre-charged to stop faster when the brake pedal is pressed


    Advanced light-emitting diode technology sheds light all around the new Super Duty, including:

    • New LED sideview mirror spotlights enable illumination surrounding the truck to light up a work site or camp site
    • Class-exclusive quad-beam LED headlamps and taillamps
    • New LED cargo box lighting


    Most capable
    Light-weighting and improved capability work hand-in-hand in the all-new Ford F-Series Super Duty.

     


    “As we remove weight, we’re making Super Duty more productive by giving our customers better towing and payload capability,” said Craig Schmatz, Super Duty chief engineer. “We’re backing up improved capability with a stronger gasoline and diesel Super Duty engine lineup.”

     

    The second-generation Ford-designed, Ford-built 6.7-liter Power Stroke® V8 diesel engine is available for pickup trucks and chassis cabs providing the highest combination of horsepower and torque ever.

     

    The 6.2-liter V8 gasoline engine comes equipped with the new TorqShift-G transmission for the F-250 pickup – allowing for improved capability.

     

    The Super Duty chassis cab lineup offers a choice of 6.7-liter Power Stroke V8 diesel, 6.8-liter V10 gasoline or 6.2-liter V8 gasoline engines.

     

    “The bottom line is Super Duty customers will be able to tow and haul more than ever before,” said Schmatz.

     

    Interior and cargo box
    All three cabs – Regular Cab, SuperCab and Crew Cab – are longer and feature a new interior design, including dual compartment glove box, overhead console-mounted auxiliary switches to operate aftermarket equipment, and completely flat SuperCab and Crew Cab second-row floors that make loading large items in the cab easy. Vital controls are close at hand, with the integrated trailer brake controller switch located even closer to the driver.

     

    Customer accessibility and ease of use extend outside the truck as well, with the cargo box offering customers these class-exclusive features:

    • BoxLink™: Ford-patented combination of metal brackets and custom cleats that can be used to secure a variety of accessories in the cargo box
    • Remote tailgate lock and release: Tailgate can be locked/unlocked and opened with the key fob, eliminating manual locking and increasing convenience and security. The tailgate is damped – dropping gently down, hands-free, to a flat position when opened


    There are five models in the Super Duty lineup – XL, XLT, Lariat, King Ranch and Platinum.

     


    The all-new Super Duty will be built at Kentucky Truck Plant, and goes on sale late next year.

    0


    Sign in to follow this  
    Followers 0


    User Feedback




    I think the higher trim that is borderline dipped in chrome looks tacky. I like the lesser trim where there isn't a MASSIVE chrome grill and side mirrors. I think the new front end looks strong and muscular, I like it. The rest..looks like a truck.

     

    I'm very intrigued about the avialable engines; 6.2V8, 6.8V10, 6.7Diesel V8.

     

    Has the V10 been around this whole time or did it go away for awhile? I didn't know it was still made.

    0

    Share this comment


    Link to comment
    Share on other sites

    I think the higher trim that is borderline dipped in chrome looks tacky. I like the lesser trim where there isn't a MASSIVE chrome grill and side mirrors. I think the new front end looks strong and muscular, I like it. The rest..looks like a truck.

     

    I'm very intrigued about the avialable engines; 6.2V8, 6.8V10, 6.7Diesel V8.

     

    Has the V10 been around this whole time or did it go away for awhile? I didn't know it was still made.

     

    I took a peek at the 2014 and 2015 model sheets and the V10 wasn't there. I'll reach out to Ford to see if I can get a definite answer on this.

    0

    Share this comment


    Link to comment
    Share on other sites

    I'm going to sound stupid here..

     

    What constitutes medium-duty and heavy-duty? And what trucks are in these classes? Are they the 450's? 350's? 250's?

    0

    Share this comment


    Link to comment
    Share on other sites

    It's a bunch of legalese, I'd imagine. By and large, anything up to 3500-series trucks are considered vehicles that may be privately owned (I know Ford also does an F-450, I'm guessing they found a way to make it work as well). Powertrains are probably decided upon based on this criteria. Given that the 6.2 kicked out an adequate amount of power for a one-ton and the V10 was an absolute sow for gas, they probably decided to restrict it to commercial use for a while.

    0

    Share this comment


    Link to comment
    Share on other sites

    Pretty sure the V10 was restricted to medium-duty stuff the last few years.

     

    Yep. I just got word back from Ford's truck PR manager who told me that the V10 was available on the chassis cabs and F-650/750

    2

    Share this comment


    Link to comment
    Share on other sites

    Very well, then.

    Any word on what, if anything, they did to increase efficiency?

    They aren't saying at the moment. Likely saving that for a future announcement.

    0

    Share this comment


    Link to comment
    Share on other sites
    Guest wings4life

    Posted

    From bong's link, which he clearly missed,

     

    "Ford hasn't released power ratings for the 2017 F-Series Super Duty engines, but in the current models, the 6.2-liter V-8 is rated 385 hp and 405 lb-ft of torque, the 6.8-liter V-10 is rated 362 hp and 357 lb-ft, and the Power Stroke turbodiesel is rated 440 hp and 860 lb-ft."

     

     

    And there is a typo for the V-10, which is 457ftlbs. It was pretty torquey for it's day, and new one much more so.

    0

    Share this comment


    Link to comment
    Share on other sites

    There is 14% more aluminum here than on F-150, which adds up to 800lbs less in sheetmetal.  But adding fully boxed and taller (cross sectioned) frame rails, along with bigger axles and brakes throughout, adds a heck of a lot of weight and accounts for the only 350lbs of reduction.  But that is still significant, as this truck is more about toughness and capability, than it is drag races.  Of course, less weight and big gains in power will not exactly slow it down either.

     

    The F-250 6.2L Torqueshift G transmission is basically a heavy duty version of the F-150 transmission. The current Super Duty transmission has far more torque capacity than what the 6.2L can produce, so they came up with a smaller, lighter and cheaper option for the F-250 gas applications. The F-350 and all diesels still use the heavy duty transmission.

    0

    Share this comment


    Link to comment
    Share on other sites

    The more I look at this truck the better it's looking. At first my instinct said it was damn near hideous. But the more I look at it the more I like it. The only thing that I'm still skeptical about is the grill. I like that the lower trim offers it in the matte black, along with the mirrors. I'm not a fan of chrome much at all so I think that's all that I don't really like. The body looks good..like any other truck. I do dig the large muscular front end and I like the shape of the lights, like the f150.

    I'm super intrigued to hear about the power numbers for all three of these engines. It'd be cool and all to get the magical 1000ft lbs number from the 6.7 but being honest that is just stupid and ridiculous and absolutely unnecessary. They did just fine with what, 850? Even with the same output it would be a better power to weight ratio.

    I think what these big guys need to work on instead of more raw power is making the truck more efficient while being able to tow 30,000lbs instead of working their way slowly up to 35,000 then 40,000. Most people should be trailering that kind of weight anyway due to skill level so they should make them do their 30,000lb trailering capability and try and hit 20mpg while towing. Now THAT would be an accomplishment if you ask me. Realistic? Probably not. But you have to try and I have to believe that making 1000ft lbs isn't leaning that direction.

    I know I just posted this in the other thread but I think it's more appropriate here.

    0

    Share this comment


    Link to comment
    Share on other sites

    The more I look at this truck the better it's looking. At first my instinct said it was damn near hideous. But the more I look at it the more I like it. The only thing that I'm still skeptical about is the grill. I like that the lower trim offers it in the matte black, along with the mirrors. I'm not a fan of chrome much at all so I think that's all that I don't really like. The body looks good..like any other truck. I do dig the large muscular front end and I like the shape of the lights, like the f150.

    I'm super intrigued to hear about the power numbers for all three of these engines. It'd be cool and all to get the magical 1000ft lbs number from the 6.7 but being honest that is just stupid and ridiculous and absolutely unnecessary. They did just fine with what, 850? Even with the same output it would be a better power to weight ratio.

    I think what these big guys need to work on instead of more raw power is making the truck more efficient while being able to tow 30,000lbs instead of working their way slowly up to 35,000 then 40,000. Most people should be trailering that kind of weight anyway due to skill level so they should make them do their 30,000lb trailering capability and try and hit 20mpg while towing. Now THAT would be an accomplishment if you ask me. Realistic? Probably not. But you have to try and I have to believe that making 1000ft lbs isn't leaning that direction.

    I know I just posted this in the other thread but I think it's more appropriate here.

     

    ...and I responded in other thread, that efficiency improvement was a target and has gone up.

    0

    Share this comment


    Link to comment
    Share on other sites

    Ford didn't just move the goal posts with this truck. Ford moved the whole damn stadium.

    Absolutely.

    When they reveal numbers, it should be even more impressive.

    I'm looking forward with great anticipation ( and giddiness ) to that. Edited by Burnt Valve LS7
    1

    Share this comment


    Link to comment
    Share on other sites



    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

      Only 75 emoticons maximum are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor




  • Popular Stories

  • Today's Birthdays

    1. Deuce
      Deuce
      (38 years old)
  • Similar Content

    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      When I last reviewed the Acura MDX back in 2014, I mentioned that it and the RDX crossover made up a majority of the brand’s sales. That’s still true in 2017 as both models currently make up 63.8 percent of Acura’s sales through the end of March. In closing my review, I said Acura focused on fixing the issues that hurt the MDX before and left other things well alone, creating a balanced luxury crossover. But does that still hold up in a field that has become very competitive in the past couple of years? It seemed a revisit was in order.
      Acura did a significant refresh for the 2017 MDX with the biggest change being the design. Up front, Acura has swapped the shield grille for a larger pentagonal grille from the 2016 Precision Concept. While the shield was considered by many to a bit polarizing and a turn-off, I find the new grille to be a bit cartoonish. It doesn’t really work with the rest of the MDX’s design. At least certain traits such as the ‘Jewel Eye’ headlights and sloping roofline are still here and still work. The interior hasn’t changed much since our last test and that’s both a good and bad thing. The good is the MDX’s material quality is towards the top of the class with a fair amount of leather and wood trim used throughout. Although considering the price tag of just over $59,000, it would have been nice if Acura added some more luxury touches. Those sitting up front or in the second-row will find plenty of room and a set of supportive seats. The MDX is one of the few models in the class that offers a third-row as standard, but it is best reserved for small kids or being folded into the floor to increase cargo space. The bad mostly deals with the AcuraLink infotainment system. This dual screen setup brings more headaches than any other system I have used. A perfect example is when you want to switch from music to a podcast on your USB device. You need to use the top screen and a control knob to go through the various menus to find the show you want to listen to. Not only is this pain, but it also creates a distraction when driving as your eyes are taken off from the road. I wish Acura would scrap this system and start back from square one. Power still comes from a 3.5L V6 offering 290 horsepower and 267 pound-feet of torque. A nine-speed automatic routes power to either the front-wheels or all four-wheels via Acura’s super-handling all-wheel drive (SH-AWD). Advanced models like ours come standard with a stop-start system.  The V6 in the MDX is such an impressive motor. Power delivery is quite strong throughout the rev band and the engine doesn’t make much noise during acceleration. However, the stop-start is a bit of a mess. It takes a few seconds for the system to realize that you took your foot off the brake before it restarts the engine. The system can be turned off which we recommend doing. The nine-speed automatic needs a bit work as well as we found shifts to be somewhat clunky at low speeds. Also, the transmission is slow to downshift when you need to make a pass. At least paddle shifters mounted on the steering wheel solves this issue somewhat as you can do it yourself. EPA fuel economy figures stand at 19 City/26 Highway/22 Combined when the MDX is equipped with SH-AWD. I got none too shabby 23 MPG average for the week. One area we’re glad to see Acura not messing with the MDX refresh is the suspension tuning. The MDX has stuck the right balance of comfort and handling. Some of this is credited to the Integrated Dynamics System (IDS) that alters various settings for the suspension, steering, and a few other items. This means the MDX can be tailored to deliver a sporty ride when driving down a curvy road and ironing out road imperfections when commuting. There is one big issue for the MDX, price. Our MDX Advance & Entertainment tester came with an as-tested price of $59,475 with destination. Considering what you get for the price and compare against other models, the MDX is a bit of a poor value. Stick with one of the lower trims. The Acura MDX stands in a bit of an odd middle ground, where it is above the mainstream, but below luxury competitors. It remains a very competent crossover that seems to do most things right. But we can’t help but wonder if Acura was given a bit more time to mess with the stop-start system and automatic transmission, along with making it slightly more luxurious, it could take it a bit further from the middle ground the MDX currently sits in. Disclaimer: Acura Provided the MDX, Insurance, and One Tank of Gas
      Year: 2017
      Make: Acura
      Model: MDX
      Trim: Advanced Entertainment SH-AWD
      Engine: 3.5L 24-Valve SOHC i-VTEC V6
      Driveline: Nine-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 290 @ 6,200
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 19/26/22
      Curb Weight: 4,292 lbs
      Location of Manufacture: Lincoln, AL
      Base Price: $58,500
      As Tested Price: $59,475 (Includes $975.00 Destination Charge)
      Options: N/A
    • By William Maley
      The rivalry of the Chevrolet Camaro and Ford Mustang has been going for ages in the U.S. But now this fight has expanded into China.
      Automotive News reports that a growing group of Chinese buyers are being drawn towards to these models as the exude the no-apologies Americana attitude.
      "We're seeing the beginning of a muscle car culture here. Something that is uniquely American appeals to the Chinese consumer. The image that it relays to the automotive public is very positive," said James Chao, a China market auto analyst with IHS Markit.
      Sales of both models are small with Chevrolet only moving 2,000 Camaros since its launch 2011. Ford is doing slightly better with 6,200 Mustangs sold since its launch in 2015. In the first quarter, Mustang sales saw a 90 percent increase to 963 vehicles. Part of the reason for the slow sales comes down to the price. The Camaro starts about 399,900 yuan (about $58,000) - more than double of the base price of $26,900 in the U.S. The Mustang isn't that far behind, costing about $15 dollars less. Prices are increased due to a 25 percent import tariff on U.S. made vehicles, homologation and shipping fees, and Chinese buyers trending to splurge on higher-time models.
      But despite the low sales, the Camaro and Mustang are bringing buyers to dealers. These models act as eye candy to help draw shoppers into showrooms with the hope they'll purchase a vehicle, where it be the eye candy or something a little less exciting.
      Source: Automotive News (Subscription Required)

      View full article
    • By William Maley
      The rivalry of the Chevrolet Camaro and Ford Mustang has been going for ages in the U.S. But now this fight has expanded into China.
      Automotive News reports that a growing group of Chinese buyers are being drawn towards to these models as the exude the no-apologies Americana attitude.
      "We're seeing the beginning of a muscle car culture here. Something that is uniquely American appeals to the Chinese consumer. The image that it relays to the automotive public is very positive," said James Chao, a China market auto analyst with IHS Markit.
      Sales of both models are small with Chevrolet only moving 2,000 Camaros since its launch 2011. Ford is doing slightly better with 6,200 Mustangs sold since its launch in 2015. In the first quarter, Mustang sales saw a 90 percent increase to 963 vehicles. Part of the reason for the slow sales comes down to the price. The Camaro starts about 399,900 yuan (about $58,000) - more than double of the base price of $26,900 in the U.S. The Mustang isn't that far behind, costing about $15 dollars less. Prices are increased due to a 25 percent import tariff on U.S. made vehicles, homologation and shipping fees, and Chinese buyers trending to splurge on higher-time models.
      But despite the low sales, the Camaro and Mustang are bringing buyers to dealers. These models act as eye candy to help draw shoppers into showrooms with the hope they'll purchase a vehicle, where it be the eye candy or something a little less exciting.
      Source: Automotive News (Subscription Required)
    • By ccap41
      Hey-o,
      I haven't really started a running thread for the new car yet so here it is. I think I owned the car for 8 days when I had my windows tinted 20% all the way around. I cannot stand driving a car w/o tint or the look of a vehicle w/o tint.
      This is about the only "before" picture I have of it.

      Only a few days and $270 later...
      There was actually one thing I bought prior to buying a car that I wanted in my next vehicle... a dash cam. After the accident and knowing that had I not had a witness stop and give their side of the story it could have been a hell hole of he-said she-said.. So I did a little research and bought a Spytec A119 w/ the GPS(you can get it w/o the GPS). Super clean and muuuuch easier install than I expected. The only wires exposed are coming from the center console down and then again from the headliner to the cam itself. The rest is completely hidden.


      A view from the driver's seat... I don't see it at all. That's exactly what I wanted to keep it from being a distraction.

      A view from the outside. It's very difficult to see.

      This past week I finally ordered and received my wheels and tires. This is the first vehicle I've ever actually gone through with changing them as I've always wanted to on all of my vehicles.
      I went with a 18x8 Konig Oversteer wrapped in a 225/45ZR18 Continental ExtremeContact DW. I'll be using the OE setup for the winter months.
      I'll get better pictures of the wheels when I get home.

      OE wheel/tire combo = 47lbs

      New wheel/tire combo = 42.5lbs

       
      I think the only other thing that I would really like to do is wrap the chrome door outline in black or a black chrome.
  • Recent Status Updates

  • Who's Online (See full list)