How Ford Upgraded a Family SUV Engine for Bronco Raptor Duty

Looking to deck out your Tesla with carbon-fiber dress-up bits? A new lineup of carbon parts from Unplugged Performance bring more than an extra dash of splash—they're manufactured by none other than Koenigsegg. Yes, that Koenigsegg, the hypercar manufacturer behind crazed top-speed runs and exotic (internal-combustion) engine technologies.This collaboration, dubbed UP x KAM, in reference to Koenigsegg Advanced Manufacturing, kicks off with carbon-fiber spoilers for the Tesla Model 3, Model Y, Model S, and Model X, as well as wider front fenders and a "high-downforce" spoiler for the Model 3 specifically. More parts are promised later this year.While the parts themselves cost significantly less than, say, one entire Koenigsegg hypercar, these aren't Pep Boys bits. The regular spoilers for the Model 3 and Y run $1,745 apiece and are claimed to aid each vehicle's aero efficiency. The "long-tail" spoilers for the Model S sedan and X SUV cost a cool $2,495. And those wider Ascension R front fenders for the Model 3? Those are listed at an eye-popping $8,845; to be fair, the lightweight wings lend the Model 3 a spicy vibe while their 0.8-inch extra width helps accommodate up to 315-section tires, compared to the biggest a regular 3 can comfortably swallow, 275 to 295s. Unplugged Performance also claims the fenders, when used in collaboration with other Ascension-R front-end parts, help with downforce.Every component comes with a nifty UP x KAM sticker denoting the Koenigsegg, er, koennection, and each piece is handmade. Quantities of these first-run products are limited, so if you want some for your Tesla, you better hurry. Unplugged Performance also has its own assortment of exterior upgrades for Teslas, in case you miss out.

lincoln navigator Full OverviewThe Lincoln Navigator is well established among ginormous three-row luxury SUVs, having initiated the full-size segment some 25 years ago. The latest iteration of the Navigator made its debut for the 2018 model year and has been refreshed for 2022 with updated styling and some new technology. We usually welcome changes like these, but in the case of the 2022 Navigator at least one addition isn't, er, particularly great.ActiveGuide Is New but Has FlawsLet's dive right into the trouble: The headline technology for the updated Navigator is Lincoln's ActiveGlide semi-autonomous driving technology, effectively an adaptive cruise control and lane centering system that allows drivers to take their hands off the steering wheel on certain pre-mapped roads, the ever-expanding database of which will be beamed to Lincolns through over-the-air updates. (ActiveGlide is effectively a rebadged version of the BlueCruise system used in the parent company's Ford-branded vehicles. Lincoln offers it free for the first three years before owners need to subscribe.)Like all hands-free systems, in order to let you take your hands off the wheel, ActiveGlide needs to be able to detect that you are watching the road. To do this, the Navigator employs cameras atop the steering column that detect head and eye movements. If the system senses that the driver's eyes are off the road, it sounds repeated aural warnings before canceling lane guidance.We are intimately familiar with this sequence of events because we experienced it repeatedly—not because we weren't watching where we were going, but because we forgot to bring sunglasses to the press preview. Turns out that if you squint, ActiveGlide loses track of your eyes and thinks you aren't looking at the road. It also turns out that if a short driver doesn't position the steering column low enough, the steering wheel hub partially blocks the camera, generating more false alarms."Watch the Road"? We Are Watching the Road!We experienced ActiveGlide's full automation on Phoenix's 202 loop freeway and found it worked beautifully—right up until the road curved west into the afternoon sun, when it started shouting warnings to our squinting selves. (Interestingly enough, when the Navigator came to a section where it couldn't steer itself and needed the driver to put hands back on the wheel, the warnings were silent.)Now, we'd normally dismiss this as not such a big deal if it only affected hands-free driving, but there is a major caveat here: The face-recognition camera is also required for the normal lane centering function. So even when we weren't letting the Lincoln do the driving—so, when we were on non-ActiveGlide-mapped roads and turned on cruise control and lane guidance, with our hands firmly on the wheel—the Navigator continued to yell at us to watch the road, even though we were.This annoyance is piled on top of another one: Like most vehicles, when lane centering is engaged, the Navigator sounds a warning if it believes you've taken your hands off the wheel. Instead of a capacitive touch sensor, Lincoln uses the cheaper torque sensor, which detects inputs on the steering wheel. The problem—which we've experienced on other vehicles as well—is that on long straightaways, which require no steering, the Navigator yells at you to put your hands on the wheel even when they are already there. This is the reason why the Cadillac Escalade, equipped with GM's competing Super Cruise system, invested in the pricier touch sensors. Lincoln could do better for its top-of-the-line vehicle—after all, it's not like it's selling these full-sizers at razor-thin profit margins.Were these isolated incidents or due to a malfunctioning vehicle? We don't think so. We drove two different Navigators, and both exhibited the same behavior. Furthermore, other staffers have experienced these issues with the BlueCruise-branded version of the system in Ford vehicles. However, aside from the bedeviled lane-centering system, we found lots to like in the face-lifted Navigator.The Actual Improvements to the 2022 Lincoln NavigatorThere are other changes to the '22 Navigator, and some are genuine improvements, like the styling. The 2022 model has thinner headlights, a bolder grille, and better taillights, i.e., ones that no longer look like they've been installed upside down. There's a new Central Park Edition available with a dark green interior that looks in person better than it sounds on paper, as well as the blue-upholstered Yacht Club version. (Is this a return to the 1970s, when you could get your car's interior done up in colors other than black and beige? Gosh, we hope so.)The newly expanded 13.2-inch center screen, which runs Ford's Sync 4 system, is intuitive and easy to use, and the optional premium sound system is nothing short of spectacular. We also remain fascinated by Lincoln's 30-way power front seats, though we're not convinced they're a great idea. Automakers pay ergonomic experts to craft seats that are supportive and comfortable, with a few simple adjustments so we can tweak them to our needs. Lincoln's 30-way seats make, well, the occupants into the experts. Except most people aren't orthopedic spine physicians, and they will have the same trouble we do molding the seats into a perfect position. Perhaps there is such a thing as too many choices. Lincoln, how about a few ergonomically optimized presets that we can then fine-tune?The Best Seats Are the Rear SeatsWe had a much better time in the back seat (stop giggling, you children). Before our drive, we were chauffeured around in a Navigator equipped with Lincoln's new-for-'22 rear-seat entertainment system, which now incorporates Amazon Fire TV. Two of us streamed two separate programs from Amazon Prime (the system also does Netflix and Disney Plus), all while enjoying the class-exclusive massaging rear seats. (OK, so maybe there isn't such a thing as too many choices.) It was a far more enjoyable experience than being yelled at by the lane-centering system.The 2022 Lincoln Navigator also gets the latest version of Ford's Pro Trailer Assist system, which lets you steer a trailer in reverse via a knob on the dash. Programming is now easier than ever: No separate transponder is needed (as on the Ford F-150), just a checkerboard sticker on the trailer that Ford devotees will recognize from the system's first generation. In addition, no measuring is required to set up the system as with the original sticker-based system. Drive a calibration pattern, and the cameras do all the measuring for you. We're pleased to see this in the Navigator; its ability to tow up to 8,700 pounds—more than half a ton better than the Escalade—is a compelling reason to buy it.Likable, But Still Needs to Be BetterIn all other respects, the 2022 Navigator is basically the gentle giant we've come to know and love enough to make it our top-ranked full-size luxury SUV. It has authoritative power from the 440-hp 3.5-liter twin-turbo V-6, a smooth-shifting 10-speed transmission, and a somewhat noisier, choppier ride than you might expect from Lincoln's flagship. And, of course, the Navigator is woefully inefficient—count on fuel economy numbers in the mid-teens. Lincoln tells us it has no plans to add a hybrid powertrain because gas mileage is not high on the priority list of the Navigator's target buyer.Hopefully said buyer is willing to deal with the driver-assistance foibles, too. Lincoln could dramatically mitigate the Navigator's problem by disabling the face cameras for hands-on lane centering, but it would be better still if the brand invested more in the engineering of the system. ActiveGlide's current functionality is enough to give us major pause, and that's really a shame—among big SUVs, the Lincoln has a lot to offer. Let's hope Lincoln sees the wisdom in investing in a rapid update to this update.Looks good! More details?2022 Lincoln Navigator Specifications BASE PRICE $78,405-$107,720 LAYOUT Front-engine, RWD/4WD, 7-8-pass, 4-door SUV ENGINE 3.5L/440-hp/510-lb-ft twin-turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,700-6,050 lb (mfr) WHEELBASE 122.5-131.6 in L x W x H 210.0-221.9 x 79.9 x 76.1-76.4 in 0-60 MPH 5.9 sec (MT est) EPA FUEL ECON, CITY/HWY/COMB 16-17/22-23/18-19 mpg EPA RANGE, COMB 414-513 miles ON SALE Now Show All

Drum roll, please: The Blue Oval has put two of our favorite words together—Bronco and Raptor—and finally coughed up details we have pined for regarding the 2022 Ford Bronco Raptor.No one on the planet should be surprised that a Bronco Raptor has been in the works, but we now know when it is coming, its price, details about its doors and roof, and most important what will be under the hood. And yes, the official name is Bronco Raptor—"Warthog" was the winning code name for the project from an internal competition and was never meant for use outside Ford's halls.Essential HardwareHere's the big news: The 2022 Ford Bronco Raptor comes one way, with four doors, a removable hard top, 37-inch tires, and a version of the 3.0-liter twin-turbo V-6 found in the Explorer ST. Ford promises it will deliver more than 400 horsepower, but the exact number, as well as torque specs, have not been finalized. (Why no V-8? Read more here.)Ford Performance got its hands on the 3.0-liter EcoBoost engine and started customizing it to meet the requirements of the 2022 Bronco Raptor. The SUV needed to excel at high speeds on- and off-road, as well as at extremely low rock-crawling speeds. Engineers worked to increase the amount of air moving in and out of the engine, reducing induction losses, and incorporating low-pressure ducts, a new exhaust, and even a simplified muffler. The goal was to increase horsepower at a higher rpm so you can keep your foot to the floor all the way to the redline and not fall off a cliff when you reach it. The Ford Bronco Raptor also uses the company's 10-speed automatic transmission.This much-hyped SUV is essentially a Ford Ranger Raptor under a well-equipped Bronco. The Raptor treatment made it 9.8 inches wider and 3.0 inches taller, with 13.1 inches of ground clearance riding on standard BF Goodrich 37-inch K02 all-terrain tires. Its minimum running ground clearance is 13.1 inches, or 1.6 inches higher than the Bronco Badlands Sasquatch. Inspired by the Ultra4 race series, this Bronco has a Raptor HOSS 4.0 race-ready suspension system and fully boxed frame with new shock towers. Maximum wheel travel is 13.0 inches in front and 14.0 inches at the rear.How Much Does the 2022 Ford Bronco Raptor Cost?The 2022 Ford Bronco Raptor's starting price is $69,995, and Ford will begin accepting orders in March ahead of deliveries this summer.This tasty treat rounds out a growing Bronco family that first broke cover with the Bronco R teaser that raced in the SCORE Baja 1000 in 2020, followed by the mainstream production 2021 Bronco that went on sale last year. Next we saw the $250,000 2023 Bronco DR (for Desert Ready), a turnkey off-road-only racer coming later this year with plans to make only 50 examples with a Coyote 5.0-liter V-8. Now we have the much-anticipated street-legal Bronco Raptor.But don't hold your breath for a street-legal fire-breathing Bronco with a V-8: Ford thinks the twin-turbo V-6 is just right, and the powerplant has the added advantage of actually fitting inside the Bronco Raptor's engine bay.The latest Bronco also rounds out the Raptor family that began with the Ford F-150 Raptor and includes a Ford Ranger Raptor in other parts of the world. The Bronco family shares the Ranger platform.Raptor Was a Late Addition The Raptor model was not a given from the start of the Bronco program. Bronco design manager Ryan Olsson was called in about three months after the main Bronco program wrapped up—about 2.5 years ago—to start formally sketching a Raptor version. Talk of a Bronco Raptor had been around for a while, but the project first needed a feasibility study. For Olsson, getting the go-ahead to put pencil to paper meant revisiting old ideas and wish lists. "We were able to do things we wanted to do with the base Bronco and couldn't," he said.Marching orders: nothing superfluous. Everything had to make the 2022 Ford Bronco Raptor faster and more capable. The design task was to beautify the engineering for a Bronco ready to conquer the SCORE Baja 1000 and the Ultra4 King of the Hammers off-road races. The credo: "boundless and badass.""We poured all of our passion and all of our Bronco and Raptor know-how into creating this absolute desert-racing beast," Ford president and CEO Jim Farley said in a release. "It's the real deal. It's not for show and it's not for everybody. But for people who love to get out in the wild, it's the ultimate."Two-Door Bronco Raptor Never in the CardsFrom the start, the 2022 Ford Bronco Raptor was to be four-door only—a two-door with a shorter wheelbase was never in the plans and still isn't.The roof inspired a bit more debate. For structural integrity when flying over desert whoopties, there was talk of a fixed roof. But it went against the "wild and kicking" outdoor Bronco spirit. Say hello to a removable hard top rather than a soft top; the latter was considered, but a removable hard top does a better job of keeping out dust and dirt, and it provides a quieter on-road experience with NVH liners mounted inside.To reinforce the 2022 Ford Bronco Raptor when desert racing, there are two additional crossbars that span the width of the vehicle, contributing to a Raptor with a torsional-rigidity increase of more than 50 percent compared to a standard Bronco four-door model. The aluminum B-bow is carefully placed to ensure helmet clearance and to not impinge on the open-air experience. The C-pillar reinforcement uses a carbon-fiber center section to reduce weight. Also required was additional Fox damping compared to the F-150 Raptor, due to the Bronco's shorter wheelbase. The result offers similar suspension travel, the same brakes, and much of the same tech, said Ford Performance chief engineer Carl Widmann.Spotting the 2022 Ford Bronco RaptorThe 2022 Ford Bronco Raptor is recognizable thanks to its amber LED lighting and a domed hood specific to the Raptor. The unique grille doubles the air flow into the engine compartment, and extra louvers in the hood and fenders help extract this extra air. Wider fender flares cover the jumbo tires, special fender liners are designed to shed mud and ice, and stone-peck guards help protect the rear fenders from rocks kicked up by the front wheels. Wheel choices include 17-inch cast aluminum, a standard bead-lock-capable design, and an optional bead-lock wheel of forged aluminum.Skidplates and bash plates have been upgraded, and engineers designed running boards that bolt directly to the rock rails. Fasteners for the latter are conveniently located above the mud line, eliminating the need to crawl under the truck. The idea came from watching would-be owners who had passengers who struggled to get into vehicles without running boards, as well as "sophisticate" buyers who want to avoid getting their clothes dirty.Engineers also devised a unique rear quarter panel that accommodates the gas tank fuel door in the narrow remaining space. They also needed new taillights that extend further out so they can be seen on either side of the 37-inch spare tire on the back, as well as a new CHMSL (center high-mounted stop light).Ripping Around the Desert in StyleFord wanted higher-quality materials executed with better fit and finish for the Bronco Raptor. It is fitted with the High package as a starting point. (More on that shortly.) For a more upscale look, sewn vinyl wraps the top of the instrument panel, with leather seat bolsters and carbon-fiber trim, as well. Paddle shifters are made of magnesium.The Bronco Raptor has specific seats made of a durable and washable microsuede to keep occupants from slipping, even with the additional bolstering. There are Code Orange seat belts and accents around the cabin that coordinate with the two interior color choices: Black Onyx and Rhapsody Blue. There are 10 standard exterior colors in the first model year.In front of the driver is a 12.0-inch digital cluster; the base Bronco has an 8.0-inch cluster and analog gauges. The High package means the Raptor comes well-appointed with Sync 4, voice recognition, and heated seats. Moving up to the Lux package brings wireless charging, a heated steering wheel, a 10-speaker Bang & Olufsen sound system, and adaptive cruise control.The SUV's true purpose is reinforced with grab handles on the dash and center console. And owners should scout around for Easter eggs.Off-Road PrimerToggle the steering wheel to engage My Mode for your preferred exhaust sound (possible with the active exhaust system), as well as steering and suspension settings. Meanwhile, the Performance View on the digital gauge cluster has a huge tach in the middle. All screens and graphics try to simplify the wealth of information available to help the off-road user and desert racer, with gear readings and graphics to show if a diff is locked, damper status, pitch and roll, and more. Ford research indicates 80 percent of buyers will take their 2022 Bronco Raptor off-road.In fact, the Bronco Raptor starts with the six G.O.A.T. modes found on all Broncos—each accompanied by fun graphics—with a unique calibration for the Baja mode and the addition of a seventh mode: tow/haul, which allows the SUV to increase its towing capacity to 4,500 pounds, or 1,000 pounds more than the base Bronco's. A unique hitch and extra bracing contributed to the greater towing capacity so owners can bring their side-by-side ATVs to the off-road park.Ultimately, the 2022 Ford Bronco Raptor is the halo for the Bronco lineup. Those are huge shoes to fill, and there will be many who will decry the lack of a V-8 engine option. But Ford engineers are unwavering in their belief their latest SUV lives up to both of its storied names. 2022 Ford Bronco Raptor Specifications BASE PRICE $69,995 LAYOUT Front-engine, 4WD, 5-pass, 4-door SUV ENGINE 3.0L/430-hp (est)/420-lb-ft (est) twin-turbo direct-injected DOHC 24-valve V-6 TRANSMISSION 10-speed auto CURB WEIGHT 5,750 lb (mfr) WHEELBASE 116.5 in L x W x H 191.0 x 85.7 x 77.8 in 0-60 MPH 5.5 sec (MT est) EPA FUEL ECON (CITY/HWY/COMB) Not yet rated EPA RANGE (COMB) 333 miles (est) ON SALE Summer 2022 Show All