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Rounding up the extensive features is the modular overhead railing system. The aluminum railings, which is integrated into the headliner and extends from behind the rearview mirror to behind the second row seats, allows customization when it comes to interior storage options. Additional modules such as first aid kits, toolboxes, flashlights or even a rear-seat DVD entertainment system can be snapped on with ease. The less than impeccable driving experience is answered by using a solid and stable fully boxed frame with hydroformed front rails—a departure from the common ‘C’ rail design. The result is a body that is nine times stiffer in torsion and 50-percent stiffer in bending. Steering the F-150 is less of a hassle with the biggest and strongest rack-and-pinion system ever used in a Ford vehicle. It replaces recirculating ball system in the current model. The spirited driving experience is enhanced further by improvements to the Double Wishbone front suspension, incorporating a coil-on-shock design, a long-spindle and a cast-aluminum lower control arm. This results in a lower unsprung weight, while vastly improving ride and stability over choppy surfaces. The Hotchkiss-design rear suspension has been modified with the use of larger leaf springs (20 percent bigger than the current model) and shock absorbers, which have been placed outboard of the frame rails, another F-150 first. Ensuring to put the F-150 to a grinding halt are disc brakes on all four corners. These incorporate larger and thicker calipers which are more robust—60 percent stiffer than the current model. In addition, the twin-piston front calipers and single-piston rear caliper now measure in at 13 inches in front and 13.7 inches at the back. All in all, the enhanced braking system ensures better heat dissipation for a more consistent performance in stop-and-go driving or while towing. The sleek cowl houses a choice between two familiar powerplants: an all-new 5.4-liter 3-valve per cylinder Triton V8 or its more compact 4.6-liter 2-valves per cylinder brethren. The former incorporates variable valve timing, all-aluminum heads and magnesium camshafts among a host of other innovations. All in all, it bumps the overall output to a hefty 300 horsepower at 5,000 rpm and 50.46 kg-m of torque at a low 3,750 rpm. Not to be outdone, the 4.6-liter Triton manages to crank out 231 horsepower at 4,750 rpm and 40.5 kg-m of torque at 3,500 rpm. Both engines benefit from the segment’s first torque-based electric throttle control. A system first used in military aircraft, it uses driver inputs from the accelerator pedal to actively modulate the throttle at the drive wheels. It replaces the mechanical throttle linkage by using an electronic control circuit and an actuator at the throttle valve of the engine. This produces seamless and consistent engine response, improved fuel economy and enhanced integration of the different vehicle systems. Likewise, maintenance of the Triton V8 engines have been made less painful with the use of a new lifetime automatic transmission fluid that never needs changing and a first scheduled tune-up at 161,000 kilometers (100,000 miles). Safety is paramount with the 2004 model and Ford has pioneered the use of their patented Personal Safety System™ inside every F-150. The system enables the frontal airbags to be deployed at various levels, taking into account the severity of the crash, the use of the front seatbelts, and the position of the seats via sensors mounted to the seat’s track. Weight sensors on the front passenger seat have been added as well. There’s no excuse not to buckle up with all occupants enjoying the use of 3-point ELR seat belts with a BeltMinder™ system for the front passengers. |
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