Tow No! The Ford F-150 Lightning Struggled in Our Towing Test

We've all known a Ford Bronco Raptor was coming, but nobody in the public Broncosphere has known for sure how Ford Performance planned to endow the Bronco with F-150 Raptor-worthy performance—would it do so using an EcoBoost V-6 (and if so, which one?) or a Coyote V-8? Well, now we know: The Ford Performance gang has worked its magic on the 3.0-liter EcoBoost twin-turbo V-6 from the Explorer ST, modifying it extensively to suit the Bronco Raptor's mission, which is to "reward the revs." (For more on the V-6/V-8 decision, head here.)That means the engine should produce meaningful power all the way out to the far reaches of the tachometer while the standard 10-speed automatic transmission's gearing ensures that power is easy to explore the top of the tach. Here's what it took to turn a family SUV motor into a desert stormer for a hardcore 4x4, plus the modifications needed to get that power safely routed to the ground.What's Under the Bronco Raptor's Hood?You'll recall that the 3.0-liter EcoBoost is basically a bored and stroked EcoBoost Nano family sibling of the compacted-graphite-iron-block 2.7-liter powering other Broncos, so it bolts in with relative ease. Relative to the Explorer application, this Bronco Raptor 3.0 features unique cylinder heads that eliminate the exhaust-gas recirculation and emphasize maximum air flow into and out of the engine.A giant high-flow intake airbox and filter drop air straight down into the turbos on each side, helping to reduce the overall restriction on the low-pressure side by 50 percent. The turbos themselves are new for the Raptor, and the plumbing to, from, and through the intercooler is improved to lower restriction. The combustion chambers flow more air, then aft of the turbos there is a full true dual exhaust system with 2.7-inch pipes and a new-to-Bronco four-position active-valve (Quiet, Normal, Sport, and Baja) that reportedly helps deliver a total drop in backpressure of 20 percent.The combined effect of all these mods is greater "boost durability," which means the boost sustains to enhance high-end power and prevents that feeling of power falling off a cliff as you near the engine redline. The new Baja drive mode also activates an anti-lag turbo calibration that further maximizes performance during high-speed desert running. As of press time, the team is still six weeks or so from finalizing the engine's state of tune and certifying it with the EPA, but we're assured it will make north of 400 horsepower. Considering this engine makes 400 hp at 5,500 rpm and 415 lb-ft at 3,500 rpm in the Explorer ST, we'd expect a healthy increase in peak power, probably at a higher rpm, with peak torque rising less but remaining available over a wider plateau.Driveline ModsIt takes a lot more torque to get a big 37-inch tire spinning than it does a 30-inch 255/70R16 or even a 35-inch 315/70R17 Sasquatch tire—especially if one tire ends up pulling the entire vehicle, due to locked axles and slippery conditions under the other three tires. Then there's the driveline shock that comes when a big, spinning tire suddenly finds traction and stops or slows upon landing from, say, a jump. To cope with these magnified driveline forces, both front halfshafts and both ends of the stronger front drive shaft get beefy constant-velocity joints—no simple universal joints here. The outer hubs and bearings are also strengthened.Following the torque aft, the rear drive shaft is also beefed up and it feeds a stronger new Dana 50 Heavy-Duty AdvanTEKrear axle (up from a Dana 44) made of thicker (9-mm) steel tubes capped at each end by a unique forging that helps widen the track. The differential is fitted with a bigger, stronger 235 ring gear (up from 220) and pinion, retaining the Sasquatch model's 4.70:1 axle ratio. Ford Performance developed both these axles and fits them to the Bronco DR race truck. They increase the track width by 8.2 inches front, 6.7 inches rear, relative to the Sasquatch package.Upstream of all this, the transfer case gets a stronger clutch for 4A automatic on-demand engagement, but it carries over the 3.06:1 low-range ratio and overall 67.8:1 crawl ratio. The standard 10-speed automatic is unchanged but for a revised torque converter and the addition of a second transmission oil cooler.Fearless Bronco Raptor 0-60 Time PredictionFord doesn't estimate acceleration times, but it says the base Bronco Raptor's curb weight should come in just under 5,750 pounds. If we conservatively estimate engine output at 430 horsepower, that gives a weight-to-power ratio of 13.4 pounds/horsepower. That's almost exactly what we measured on the last Ford F-150 Raptor 37 pickup we tested (13.3 lb/hp), and that full-size truck took 5.6 seconds to hit 60 mph on the same tires, with virtually the same transmission and a slightly taller axle ratio. So we're guessing the smaller truck will improve on that just slightly and lay down a 5.5-second 0-60 time, shaving at least a second off the quickest Bronco time we've measured.

A proposed West Virginia bill outlines multiple new strict guidelines for automakers to adhere to in their relationship with dealership networks, including a ban on some (increasingly prevalent) over-the-air software updates that change the driving functionality of the car. Updates to mapping and infotainment systems would still be kosher, but anything that changes how the car drives could soon be off the table, including important safety updates.The new motion, introduced by the West Virginia automotive dealership trade association, according to GM Authority, is an amendment to current West Virginia House Bill 4560. The previous version simply mentioned all warranty and recall repair work had to be performed by a dealership, but the new text is what stipulates new rules for the burgeoning trend of over-the-air driving updates. Here's what it says:Over-the-air (OTA) updates, where an automaker can tweak, update or repair glitches, features and hardware with software downloaded into the car's computer system over an internet connection, are a relatively new feature in modern cars. The concept allows minor fixes to be rolled out as soon as they are ready to go in the car, without the owner or operator ever having to actually take the car to a service station.Luxury vehicles more bent toward the tech-friendly crowd have been the early adopters, especially the Tesla Model S, Chevy Bolt, Lucid Air, Porsche Taycan, and more. OTA updates are a useful tool, and as more cars produced come with onboard data connections, it's a tool that's spreading rapidly.If you're wondering why dealers would want you to need to drive your car to the dealership for any non-infotainment system update, well it of course is all about money. It would seem the West Virginia dealer's association views OTA updates as a potential financial risk. Since there are no parts costs in software fixes, dealers don't want to see the labor charges for any vehicle updates (warranty or recall related or otherwise) dry up, as well, just because your car is connected to the internet.Dealerships also recognize the importance of getting you to their lots to service your car: you can shop for a new one while you wait. And that's why the proposed updates to the bill would also ban automakers from selling vehicles directly to customers in WV outside of the dealer model. From the bill:"This part is similar to other nationwide bans on direct-sales, which are often also heavily defended by local dealership trade groups. You may remember Tesla taking quite a few fights to states like Michigan, where direct sales to customers are not allowed and cars must be sold through a franchised dealership network. Today, Tesla has to sell cars to Michigan owners out of state, and established a subsidiary company to open servicing locations in the state.Obviously, these new proposals in HB4560 would be bad for consumers in West Virginia. First, their cars would no longer be allowed to receive potentially significant instant updates that could impact all aspects of their car, from driving range, interior controls, drive-mode settings, and safety system updates. Instead, it would put a cost on those things for customers directly, both in time spent getting the car needlessly serviced, and in the potential dealer fees you'll have to pay for something that's free to owners in other states.On top of that, if you wanted to avoid the dealership model altogether to buy a new car for yourself, you would not be allowed to without going out of the state. We don't see any upside for the vehicle owner in the proposed legislation, and CleanTechnica reports a lobbying group, Alliance for Automotive Innovation that represents many Japanese automakers, publicly spoke out against the proposals. The bill in its current form has nine sponsors in the State House and passed through its second reading today; we expect more lobbying groups or potential statements from automakers and other groups until the bill passes, or the proposals are modified.

We'll keep this brief, given how extensively we've covered the new 2023 Honda Civic Type R's gestation over the past two years or so. From watching it lap Suzuka to watching it lap the Nürburgring to, well, just watching the same camouflaged prototypes again and again and again, we have a good idea about the basic contours of the 11th-generation-Civic-based Type R. At long last, we now know when we'll see the rest of the hot hatchback's details—and, you know, its uncovered body: July 20.Honda has announced that reveal date, and helpfully provided our only peek at the 2023 Civic Type R without any camouflage on it. That darkened photo (we tried lightening it more, to no avail) is above. While full information surely will drop on the 20th—just over one week away—we'll give you some of what to expect from this updated monster: It'll likely continue to be front-wheel drive, and powered by a version of the same turbo 2.0-liter I-4 as the outgoing model. Look for more than 300 hp, a six-speed manual transmission, Brembo brakes, huge tires, a wild wing, and even snappier dynamics than the already sharp-handling last-gen version. Now, with that, let's hope there are no more teasers from here on out.