Revealed - Ford SVT Raptor

Discussion in 'OT Driven' started by TriShield, Nov 4, 2008.

  1. TriShield

    TriShield Super Moderator® Super Moderator

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    Ford SVT Raptor

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    Ford, the definitive leader in tough trucks, is further building on its solid foundation of the new F-150 to deliver the all-new 2010 F-150 SVT Raptor, a purpose-built, high-performance off-road truck versatile enough to take on the most challenging desert adventures as well as the everyday commute.

    "Ford trucks have been a mainstay on the off-road racing scene for more that 20 years because of our long history of capability and durability," said Derrick Kuzak, Ford's group vice president for Global Product Development. "With the F-150 SVT Raptor, we are delivering a true off-road performance truck with the proven 'Built Ford Tough' capability and durability that is at the core of every F-150 and the best in performance thanks to the team at SVT." "Like its fighter jet and dinosaur namesakes, the F-150 SVT Raptor is tough, fast, aggressive, and built with the off-road enthusiast in mind," he added.

    Ford and off-road racing

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    Desert off-road racing is something Ford knows and does well, with eight championships in nine divisions in the 2007 "Best In The Desert" series and four more titles in CORR (Championship Off Road Racing). Ford has also shown its dominance at the Baja 1000 race – 12 Ford-powered vehicles have won the overall title for four-wheel vehicles, the most of any engine manufacturer.

    With interest in off-road performance growing at a steady rate, the F-150 SVT Raptor was built to fulfill the desires of that highly demanding market. The high-performance off-road truck market is one that's largely untapped, allowing the Ford F-150 SVT Raptor to set the bar for this type of vehicle.

    "Most of the major manufacturers have focused on-road performance, so when we looked at what was available in off-road truck performance, it was somewhat limited," said Mark Grueber, Ford product marketing manager for pickups and large SUVs. "This was the perfect opportunity for Ford to further differentiate the F-150 from other trucks on the market."

    Looks tough and fast

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    The tough, chiseled look of the new Ford F-150 has been taken to a new level with F-150 SVT Raptor. The agile, performance truck was designed to give the impression it is always on the move.

    Noticeable differences between the Ford F-150 SVT Raptor and conventional F-150 include a distinctive grille that has the Ford name carved into it; front bumper, vented hood, front fascia and fenders, functional hood extractors, fender extractors with 'SVT' bored out, as well as visible FOX Racing Shox, the only internal bypass shocks available on a street truck.

    Another key difference between the F-150 SVT Raptor and the base F-150 is it is more than seven inches wider. Ford designers took advantage of this difference and highlighted it with distinctive marker lamps. When turned off, the marker lamps are well-integrated into the F-150 SVT Raptor's front end, as opposed to on top of the cab. When lit up, Raptor's imposing stance is immediately recognizable.

    While the exterior design of the F-150 SVT Raptor is about creating an image, the interior design is about creating the feel of the truck, and both must complement each other.

    Design elements from the unique grille and front fascia have been carried through to the interior on the console and dashboard. The steering wheel is wrapped in black leather and features a molten-orange leather strip that serves as a centering sight line – which is especially useful in extreme driving maneuvers that can often cause the driver to lose perspective of the steering wheel's center point.

    Revved up and ready

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    The Ford F-150 SVT Raptor is powered by the F-150's proven 5.4-liter Triton V-8 three-valve engine, which delivers 320 horsepower and 390 lb.-ft. of torque. A new open-valve fuel injection strategy improves the air/fuel charge conditions in the combustion chamber, allowing greater spark advance at higher loads and engine speeds. This delivers increased horsepower during towing and higher rpm operations, lower emissions and more efficient use of fuel.

    A new 6.2-liter V-8 engine will be available after launch. The 6.2-liter engine features all-new architecture specifically designed for robustness in a truck application.

    Given reliability and longevity under harsh conditions are key to truck customers, the Ford team performed extensive testing to ensure the 6.2-liter V-8 engine would live up to the 'Built Ford Tough' promise. Fifty 6.2-liter V-8 engines successfully endured more than a dozen of the toughest engine tests at Ford's dynamometer lab during development.

    SVT used a specially designed, 62-mile durability loop in the desert of Borrego Springs, Calif., to replicate the conditions of the Baja 1000 race, to further test the engines' performance.

    Take off and landing

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    Building a high-performance off-road truck is not about the horsepower – it's about the suspension. The F-150 SVT Raptor doesn't disappoint, with 13.4 inches of usable travel in the rear suspension and 11.2 in the front.

    "With the F-150 SVT Raptor, we changed the axle, the whole front suspension is different – new upper A arm, new lower A arm, new tie rod, new half-shaft joints," said Jamal Hameedi, Ford SVT chief engineer. "It's well beyond what SVT has ever done with one of our vehicles."

    Raptor's wider track and softer suspension mean it will comparatively glide over obstacles. And when it has to be "launched," be prepared for a soft landing. "The suspension does all the work to keep the truck's attitude stable," Hameedi said.

    In addition to a beefed up suspension, the F-150 SVT Raptor also boasts unique internal bypass Fox Racing Shox, the only internal bypass shocks on a street truck. The position sensitive dampening internal bypass feature allows the shock to become significantly stiffer as it travels, preventing the truck from bottoming out.

    By working with Fox internal bypass technology and applying the Ford engineering methodology, there haven't been trade-offs to assure extreme off-road handling over on-road ride comfort.

    "This truck is also going to be a daily driver. We brought together a lot of experts to ensure the on-road steering precision and comfort was there, too," said Hameedi. "That's where Ford expertise really came to the table and complemented Fox's off-road expertise."

    A tough truck needs tough tires, and a BF Goodrich All-Terrain TA/KO 315/70-17 tire does the job. To help improve the tire in a variety of conditions, the compound of the tread was altered. Engineers made the rubber softer for better performance on and off-road and for precise and predictable steering in a variety of conditions while the interior of the tire was modified to improve lateral firmness.

    The tall sidewall on the 35-inch tire can handle rocks and irregular surfaces commonly experienced in an off-road environment. A 17-inch cast aluminum wheel is designed to absorb the impact of objects the truck could encounter in some of the most extreme environments.

    Specialized Technologies

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    The F-150 SVT Raptor provides the complete package for off-roaders, including state-of-the-art technologies to keep it at the top of capability.

    "For many years, enthusiasts have been struggling with the performance of electronic technologies in the extreme off-road environment since that was not the environment they were designed for," Hameedi said. "What SVT has done is tailor technology to function in both an on-road and an extreme off-road environment."

    Technologies include:

    • AdvanceTrac® with RSC® (Roll Stability Control™) predicts the vehicle's path using a sensor to detect and measure oversteer and yaw by monitoring the vehicle's speed, throttle position and steering wheel angle. When the system senses wheel slip or the loss of traction, it applies braking where needed to keep the truck tracking safely on its intended path. If a significant roll rate is detected, the system applies additional countermeasures to enhance vehicle roll resistance.

    The off-road enthusiast has the option to switch to two available settings – sport mode and full off-road mode depending on their driving situation. The sport mode shuts off traction control enabling the vehicle to have more yaw movement.

    Full off-road mode shuts off all electronic stability programs and the ABS system switches to a special off-road setting. Widening the threshold of sport mode, the wheels will lock more which is helpful in off-road terrain. Also in full off-road mode, the locking rear differential is allowed to stay locked at elevated speeds to mimic a spool differential found on racing trucks.

    • Trailer Sway Control works in conjunction with AdvanceTrac with RSC and can determine from the yaw motion of the truck if the trailer is swaying and take measures – such as applying precise braking or reduced engine torque – to bring both vehicle and trailer under control.

    • Integrated Trailer Brake Controller is factory-installed and allows direct operation of the trailer's electronic brakes by squeezing the control module on the instrument panel with more confidence than the typical aftermarket system.

    • Electronic Locking Differential uses a true mechanical connection to lock the left and right axle shafts together so both turn at the same speed with the same amount of torque. This switch-controlled feature maximizes traction capability at the wheel with grip, without having to stop the truck.

    • Hill Descent Control on the F-150 SVT Raptor is Ford's first application of the technology. Utilizing ABS, the driver can control hill descent without applying the brakes. The speed is set for the truck to descend the hill by pushing a button and allows for the driver to concentrate on driving, rather than on how to modulate the brakes on a steep decline.

    • Off-Road Mode engages a third throttle map and a third shift schedule for improved off-road performance. Third throttle map alters the throttle by changing the driver demand table so it is better suited to high and low-speed off-road driving conditions. A third shift schedule is a unique strategy for the off-road environment that holds the transmission in each gear for a longer period of time, allowing better engine throttle modulation to control the vehicle.

    • Auxiliary Switch Board on the center console makes aftermarket customization easier, with four prewired switches attached to the power distribution box for electrical accessories. Also located on the auxiliary switch board are two switches for improved off-road performance – Hill Descent Control and Off-Road Mode.

    The F-150 SVT Raptor will be built along side the new F-150 at Ford's Dearborn Truck Plant at the historic Rouge Center in Dearborn, Mich.
     
  2. IslanderOffRoad

    IslanderOffRoad Do you even lift kit? OT Supporter

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    First Ford I've liked in a while, but still a few things I'd want done differently:

    For the love of god, give it a manual trans option.
    I don't want leather seats, its too hot in the desert for that shit.
    Needs tube bumpers to further distinguish it.
    And I'm sure it needs to be cheaper.
     
  3. Original

    Original OT Supporter

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    i think im the only one who thinks this thing is gross :eek4:
     
  4. deusexaethera

    deusexaethera OT Supporter

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    The person who came up with the FORD logo that occupies the entire width of the grille needs to be stabbed in the eye with a cheap ballpoint pen.

    Actually, make that both eyes, one for the logo and one for the "speed lights" at the top of the grille.

    Other than that, I know almost nothing about what constitutes a legitimate "tough truck", so I'll stop there.
     
  5. affende

    affende Resident 4X4 Elitest Prick

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    in your balloon knot
    holy wow gay!!
     
  6. IHAVECRABS

    IHAVECRABS Diversity is our strength. LOLOL

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    not exactly what ford needs right now
     
  7. rsxm5

    rsxm5 OT Supporter

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    goddamn that's ugly
     
  8. mtnbikekid08

    mtnbikekid08 Aime-moi moins, mais aime-moi longtemps

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    A truck actually capable of offroading, and 99% of consumers will never use it for what it was "designed" for.
    Fuckin waste. Just keep em normal. People who want to offroad will actually make it offroad capable.
     
  9. Asses Maximus

    Asses Maximus Guns don't kill people. People kill people. Guns d

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    Oh great...a truck designed for the southwestern US. At least the Lightning can be driven on any street in the country.
     
  10. skeletor25rs

    skeletor25rs Yetis & Deer

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    You forget that if people atcually take it offroad they'll get pissed when they break something and FORD won't fix it under warranty.
     
  11. mtnbikekid08

    mtnbikekid08 Aime-moi moins, mais aime-moi longtemps

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    lol. And considering some of the pictures are of them jumping it, they are gonna think it's capable of that. lol
     
  12. August Burns

    August Burns New Member

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    wow offtopic is one of the first forums I read where people are hating on it. This thing looks fun.
     
  13. matrix243

    matrix243 My body, is ready.

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    needs for zeon headlight and 30" spinners for this crowd.
     
  14. matrix243

    matrix243 My body, is ready.

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    orange inserts had me worried.
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  15. TriShield

    TriShield Super Moderator® Super Moderator

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    The splash graphics are optional as well.
     
  16. deusexaethera

    deusexaethera OT Supporter

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    Functionally, yes, it does look like a reasonably good truck for offroading in. The problem is that FORD should be putting more effort into attracting people who don't already like their products instead of attracting people who do.

    FORD must be run by a bunch of Republicans, or something. "We can win if we try really hard to impress people already solidly on our side." Good plan, Cleatus.
     
  17. Monstrddg

    Monstrddg New Member

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    Just another ugly Ford
     
  18. Insert Tokens

    Insert Tokens Making Cancer My Bitch OT Supporter

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    I like it :dunno:
     
  19. TriShield

    TriShield Super Moderator® Super Moderator

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    It's a variant of an existing vehicle that add desirability to the brand and makes said vehicle better. The F-150 is still Ford's highest selling and most profitable vehicle, you can't fund anything else unless it's selling. Ford is already working to release European engineered cars like the little Fiesta here in an effort to attract more customers.

    Since you brought politics into this you should also know that Ford also actively supports Democrats as does the UAW.
     
  20. IslanderOffRoad

    IslanderOffRoad Do you even lift kit? OT Supporter

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    Its already well known on OT that you suck at cars. Consider that Toyota gets a very high share of the "off-road" truck market with their TRD package Tacomas and Tundras and this makes very good sense for Ford to one up them and attact some import buyers.
     
  21. deusexaethera

    deusexaethera OT Supporter

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    It was a joke; take it easy.
     
  22. deusexaethera

    deusexaethera OT Supporter

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    Brilliant logic; fight over who gets to stand on the bow of the Titanic as it's sinking, instead of getting in the lifeboats.

    Yes, there will always be a "tough truck" market. No, it doesn't represent the lion's share of the automobile market as a whole. Given that FORD is trying to keep from going out of business, they should focus 100% of their effort on selling as many vehicles as possible, not 95%, not 99%, 100% -- and one look at the markups on 4-cylinder jellybean cars will tell you where the money's being made right now. Unfortunately, a cool new truck is not going to save the whole company, which is kinda more important than saving a single division of a single brand.
     
  23. 04JETTA

    04JETTA OT Supporter

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    belongs in Austrailia if you ask me
     
  24. matrix243

    matrix243 My body, is ready.

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    This comes from my boy, SVT Chief Nameplate Engineer and former baja race team engineer Jamal Hameedi:


    Here is how we ended up in Baja...

    As a replacement for the race track durability test we put all SVT products through, we came up with a 62 mile loop in Borrego Springs, CA and ran that loop for about 1300 miles. We ran the Raptor 6.2L M1 prototype through that test, and we will be running our 5.4L "VP" prototype through that test in December. As we reviewed the data and parts during tear down, the Raptor did pretty well through that test. So we thought let's raise the bar a bit and basically run the same test in the Baja 1000. As the decision to go race the Baja 1000 (as part of the engineering development program) was made relatively late - Foutz Motorsports (who was chosen to build the truck because of his success in BITD Full Stock) had about 3 months to build, test, develop and prep this truck. Not to mention develop a logistics plan around 3 different racing teams coming together (Olliges - Team Ford; Randy Merritt - Mongo Racing; Greg Foutz - Foutz Motorsports). And we didn't have alot of production Raptor parts for them to build the truck. And they had to support the media reveal of the production Raptor in Las Vegas at SEMA. So it was an extremely tall hill to climb from the get go. And that's a huge understatement!!! The truck only ran in anger a few days before SEMA (late October)!!!!

    So why a Class 8 truck vs. a Full Stock or a Trophy Truck? Given where we were (not in production yet) - we likely were not legal for the Full Stock Class. In fact, due to a shortage of parts, we likely couldn't have even have built a Stock Full truck (keep in mind that this truck is not even through the engineering validation phase let alone in production). Production level suspension arms, bumpers, shocks, bushings, springs and exhaust parts were key items that we had just enough of to support our pre production prove out. Plus - we didn't want to ruffle the feathers of anyone in Stock Full by showing up with a pre production truck. So that meant no Full Stock. I wanted to build a Raptor Trophy Truck. Bad. Real bad. Real real real bad!!! But at the end of the day, campaigning a Trophy Truck is mostly a racing exercise - not a production vehicle validation exercise. You can even turn a grocery getter into a competitive Trophy Truck - and that's not really what we were trying to do. So that left Class 8 where we could fabricate the parts we didn't have available, or substitute off the shelf ones.

    It was decided that the truck was to remain mostly stock - much more so than a modern Class 8 truck. Most modern Class 8 trucks don't share suspension pickup points or really anything with the production truck they are based on. They are tube frame Trophy Trucks with remnants of a production frame embedded in them. Which means they have Trophy Truck levels of suspension travel and horsepower - and the Raptor R doesn't even approach that. We kept mostly stock driveline, trans, engine, and body. The rear suspension is leaf sprung (vs. Class 8 4 link coil over rear). The front and rear use production pickup points (vs. Class 8 inboard cage mount A arms/J arms ala Trophy Trucks). There is only 1 Fox Racing shock per corner (vs. coil over and bypass on most Class 8s). So we are a last minute entry, with a last minute truck, with a brand new team, entered in a class that is way above the content on the truck. Are you getting the picture here? We asked for a rear start because "we weren't racing - we were testing"….more on that later.

    After contingency on Thursday, we went out to Guadeloupe Wash to aim the light bar and finish all the system checks. The plan was to aim the lights, get back to the hotel, have dinner, do a team meeting to make sure everyone had their pit assignments, and be in bed by 9pm. That was the plan. As you know, Baja loves to chew up plans and spit them out. In the wash, the truck developed a misfire which became gradually worse until the truck would not idle. So the truck is in a deep silt wash, at night, with minimal parts support, and no one has coats on (ie everyone is freezing their asses off!). Dave Dilloway (engine calibrator) tried to debug the engine in the wash, but after lots of ETAS calibration work and many part swaps (the usual suspects - MAF, ETC, processor, etc) - nothing fixed the misfires. Now its about midnight and some locals have befriended us and are watching our debugging action - no doubt being seriously entertained. They even brought us firewood so we could start a fire. We eventually decided to scrap trying to fix the truck in the wash, and focused our attention on getting the truck out of the wash and onto the trailer - without the engine running! Off road trucks aren't exactly pushable out of a deep sand wash...we ended up tow strapping the race truck to a Super Duty. They both got stuck. We ended up tow strapping a production Raptor to the Super Duty which was tow strapped to the race Raptor. Cool picture by the way...the production Raptor saving the day! That did the trick, we loaded up and headed back to the hotel. So at this point in time, the truck isn't running, we haven't had dinner, we haven't had our pit meeting so no one knows where they are going, and we definitely weren't in bed. Other than that, it was all going to plan.

    Back at the hotel, Dave, Jim Stevens (engine engineering) and the crew continued debugging the truck through the night. No pit meeting. No dinner. At about 7:00 AM (day of the race!!! - we were set to start around 12:30 pm) Dave decided to swap out the engine harness. At 7:30 - the truck fired and ran fine. We gathered everyone together for an impromptu pit logistics meeting, loaded up the trailer and headed for the start line. Talk about making it at the last minute. The entire crew, drivers, everyone ended up getting 1-2 hours of sleep - some guys pulled an all nighter. Not the way you want to go into a Baja 1000, especially since you know you will be pulling an all nighter the following night racing.

    My pit assignment was to chase the truck at Ojos Negros - at about race mile 40 and then go to PFG Pit 5. Which meant we got to see the Trophy Trucks (and their helicopter armada) come through a small portion of cement road in Ojos. Which meant they were pinned at Vmax. Standing 5-10 feet away from a 800+ hp Trophy Truck doing 130+ mph is an unbelievable experience. As an engineer on the Enduro/Ashley/Smith team, I chased Trophy Trucks for almost 10 years, and seeing a Trophy Truck running NEVER got old. Both in sound and in just feeling the sheer force of the air they are moving at that speed. Trophy trucks aren't exactly known for their coefficient of drag. It was interesting to FEEL how the different trucks moved more or less air - and you could gain an insight into their aero efficiency. But I digress...we saw Steve Olliges move through in 4th place (we had requested a rear start in Class 8 since we were there to collect data and finish, not race the other Class 8 vehicles and we started 9th) - so he had already passed some vehicles. As you know, in Baja, "what happened to whom" isn't always available, and you spend the down time while you wait for your race vehicle to show up in the pit theorizing and speculating about who broke what part, who nerfed who off the course, and who blocked the course so no one could get around. And this race was no different. We waited for the Raptor to clear race mile 65, and then headed down to BFG Pit 5 which was on the Pacific Side.

    We were getting sporadic updates via sat phone about how the truck was doing. One of the most treacherous parts of the course this year was the Rumarosa Grade - which hadn't been part of the course since 1995 - where you descend 4000 ft in a handful of miles, there are extremely sharp hairpins, and 100-200 foot sheer drop offs on a trail that is barely wide enough to hold a production vehicle - let alone a Trophy Truck - or even the widened Raptor. And if someone breaks, they will shut the entire race down because there is no room to get around them. So everyone breathed a sigh of relief when we got word that Steve had made it through just fine. The next reports we got were that Bud Brutsman was in the vehicle and they made a precautionary change to the driveshaft because there was some vibration. Then we got a report that a skidplate bracket had broken and we needed to repair that. Then we got a report that the truck was running hot but that turned out to be that the fans had gotten shut off inadvertently. Gene Martindale was now in the driver's seat. Gene is the SVT lead vehicle dynamics engineer on the Raptor - but this was his first off-road race. Lemans in a Viper ACR (check). Developing the Ford GT (check). Mustang Challenge and ALMS racing (check). Now he was adding the Baja 1000 to that list (check!). And he made SVT proud. Keep in mind that all the drivers were told to take it easy to insure a finish. Gene was the question mark for me as he is a racer through and through and he can pretty much scare anyone in anything as long as it has 4 wheels on it - maybe even 3. But he stuck to the plan, and handed the truck off to the next driver, Greg Foutz unharmed. We think we may have been up to 1st or 2nd in Class 8 during the Gulf side of the race.

    The truck was scheduled to arrive in Pit 5 (around race mile 500) around 3:30 AM. We got there around 5 pm and set up pit with the BFG guys. And waited. And told stories. And laughed. And ripped on everyone else on the team that wasn't in our chase crew. Even those that where present. All in good fun. Just generally had a really fun time watching all the motos, quads, and trucks go through. We were hearing reports about leaf spring issues but not much more detail than that. Then we heard they were pretty serious. We had broken 1 leaf spring eyelet and fractured the other. The Raptor was down for hours while they repaired what they could with what they had. We had one more leaf spring that we would need to repair as well. The truck finally came in at around 6 or 7 AM and we started replacing the driver side rear leaf. As we were wrenching, the second place Class 8 came through the PFG Pit and left about 30 minutes ahead of us.

    A funny side story at this point. About 15-20 minutes after the race truck showed up at Pit 5, Buck (part of the Gulf side chase crew showed up) - following the race truck on the race course in his prerunner. Curt and Aion from JWT (they were there to film the making of the Raptor documentary) rode along so they could follow the truck and keep filming it. Buck is a hard core desert chase crew guy. When you tell him to follow the race vehicle to the next pit in case it needs assistance - that's what he does. Curt got out of the prerunner and labeled Buck as officially crazy. "He is wired differently than any of us! I could make a film about him alone!". Buck had dropped the throttle in the prerunner to keep up with the race truck. The final tally was 1 race truck passed the prerunner, and he passed 2 motorcycles and 2 trucks. But those were racing vehicles!

    Randy Merritt hopped in the truck and he was going to drive it to the finish. We made sure we reminded Randy that the goal was to FINISH - but there was the second place truck only 30 minutes ahead of us, and we had about 130 miles to close the gap. I think Cliff Irey said it best, "we came down to Baja to test the Raptor, and a race broke out...". That pretty much sums it up...

    Randy was able to close the gap to second place - on some accounts down to about 5-10 minutes. And then a vehicle rolled about 50 miles from the finish, and stopped the field. SCORE shut everyone down until the vehicle was taken care of. The second place truck (not sure if it was the actual vehicle that rolled - some were saying it was...) wasn't stopped with us - they were clear and running to the finish. So that pretty much decided the finishing order. We pulled into the finish line with a time of around 25.5 hours - 30 minutes behind 2nd place. So there it was. Everyone on Team Raptor was ecstatic - it's very rare for an off-road racing truck to finish its first race. It's ever rarer for an off-road racing truck to finish it's first race which happens to be a Baja 1000. And we finished. And we finished 3rd in class. In an essentially stock full Raptor racing in Class 8. Which had a rear start. Which wasn't running 5 hours before the start time. Not too shabby - and everyone on the team knew it. We were all so proud of the drivers, the co drivers, the chase crew, and most importantly, the Raptor R race truck. Greg Foutz and Cliff Irey pulled a rabbit out of their hats by getting this race done. If ever there was a demonstration that this is a team sport - this project and race demonstrated it. We think this is the first time a factory OEM truck has ever competed in the Baja 1000 during its development phase and prior to production. I asked Sal if he knew another instance where that had happened and he couldn't remember one. Which I think is pretty cool.

    As mentioned earlier, we had a full production Raptor at the event. We took it to the Horsepower Ranch on Wednesday night, to contingency on Thursday, and used it for chasing the race. It's interesting to see the reaction from people when they see the truck. Some think it’s a concept vehicle. Some think its one-off aftermarket F150. But after you take them through all the content in the suspension, powertrain, driveline, body, and all the electronic systems we've changed to allow it to excel in the desert, just about everyone wants one! And they think its really cool that the sport and lifestyle of desert racing has spawned a production vehicle - with real content - not just in name. What I'm really excited about is how this truck is going to expose the rest of the country to what everyone in the Southwest already knows: prerunners are some of the coolest trucks around. It was surreal to bring the production Raptor back to Baja where the idea for the truck was born.


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  25. elephant16

    elephant16 New Member

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    this is what a performance TRUCK should be
     

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