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As production nears for the upcoming 2011 Ford Explorer, news of plant upgrades and new jobs continues to flow. The latest positive news for the struggling job market comes as Lear Corp. said it will hire an additional 285 workers in order to help produce seats for the next Ford Explorer.
The 2011 Ford Explorer marks a serious departure from its long-standing history as a rugged truck-based SUV as it transitions to CUV-status for increased comfort and fuel efficiency. With the substantial changes come shifts in production, and increases in the work force required to produce it.
Ford has already decided that the 2011 Ford Explorer CUV will be produced at its Chicago plant, but parts will be sourced from many suppliers such as Lear in Hammond, Indiana. Associated Content estimates that Ford’s Chicago plant will also gain 1,200 jobs as a result of the Ford Explorer starting production in the fourth quarter of this year.
Lear has supplied parts to Ford’s Chicago plant since the mid-1990s, but it says the existing 140 workers at the Hammond plant will need to be augmented by an additional 285 workers in order to keep up with the production demands. Lear will also be spending $2.2 million to re-tool the plant for production.
As with many auto parts suppliers, Lear has issued layoffs in the last year and it says it will be able to re-hire as many as 100 workers with the latest work order by Ford.
Lear is ranked at the number four slot on the Automotive News top 150 suppliers in North America list, and currently employs 75,000 workers worldwide with gross sales from automakers of $4.9 billion back in 2008.
Buy Wheelskins | AXX18-sand | 1997 – 2004 | Ford Expedition | Wheelskins Leather Steering Wheel Cover | Sand
Product Details
- Shipping Weight: 5 pounds
- ASIN: B000ELDA3E
Product Features
- Easy to install, Wheelskins are the best way to inexpensively customize and upgrade any plastic steering wheel. They are also the premier option for replacing a damaged or worn original factory leather covered wheel
- Wheelskins come in 15 colors and 6 standard sizes. We also make Special Order sizes to fit any steering wheel
Product Description
Ford GT40 2003
The GT40 – the legendary car brought to life by Henry Ford II to change performance car history – finds new life in a modern road car that re-ignites Ford’s hallmarks of passion, performance and speed.
The Ford X1 was a roadster built to contest the Fall 1965 North American Pro Series, a forerunner of the CanAm, it was entered by Bruce McLaren team and driven by Chris Amon. The car had an aluminum chassis build at Abbey Panels and was originally powered by a 4.5 L (289ci) engine.
“GT40 is the ultimate Living Legend,” explains J Mays, Ford vice president of Design. “It’s a true supercar with appeal equal to that of the greatest sports cars in the world, but with the addition of a heritage no one can match. Essential elements of the original – including the stunning low profile and mid-mounted American V-8 – continue in this latest interpretation of the classic.”
The powerplant is an all-American V-8 from Ford’s modular engine family. The MOD 5.4-liter, V-8 in the GT40 concept features aluminum four-valve heads, forged crankshaft, H-beam forged rods and aluminum pistons fed by a supercharger, all combining to make more than 500 horsepower and 500 foot-pounds of torque.
These figures match or exceed those of the most powerful period GT40, a car that could handily top 200 mph on the Mulsanne straight at Le Mans. Because of the supercharger and high-revving, free-breathing valvetrain, the new car produces this astounding power from an efficient 5.4-liter V-8 engine. The power is put to the road through an RBT six-speed manual transmission.
The GT40 concept casts the familiar, sleek silhouette of its namesake, yet every dimension, every curve and every line on the car is a unique reinterpretation of the original.
The front fenders curve over 18-inch wheels and Goodyear white-lettered tires. In the tradition of championship racers, the doors cut into the roof. The rear wheel wells, filled with 19-inch Goodyear tires, define the rear of the car, while the accent line from the front cowl rejoins and finishes the car’s profile at the integrated “ducktail” spoiler.
The interior design incorporates the novel “ventilated seats” and instrument layout of the original car, with straightforward analog gauges and large tachometer. Modern versions of the original car’s toggle switches operate key systems.
Looking in through the backlight, one finds the essence of the sports car in the MOD 5.4-liter V-8 engine and its complex array of polished stainless-steel header pipes, braided stainless steel fuel lines with anodized aluminum fittings and supercharger with intercooler.
As on the historic car, the composite body panels are unstressed. Instead of steel or honeycomb-composite tubs used in the 1960s, Ford’s SVT Engineering group developed an all-new aluminum spaceframe as the foundation for the GT40 concept. It features four-wheel independent suspension with unequal-length control arms and longitudinally mounted spring-damper units to allow for its low profile.
Braking is handled by six-piston aluminum Alcon calipers with cross-drilled and vented rotors at all four corners. When the rear canopy is opened, the rear suspension components and engine become the car’s focal point. Precision-milled aluminum suspension components and attached 19-inch Goodyear tires – combined with the overwhelming presence of the V-8 powertrain – create a striking appearance and communicate the GT40 concept’s performance credentials.
Ford GT90 Concept 1995
The GT90 is finished in bright white with a bright blue and carbon fiber interior. It features a mid engine quad-turbocharged V12 that produces an estimated 720 horsepower and 660 pound-feet of torque. As a result, it had a claimed top speed of 253 mph, which even by today’s standards would make it one of the fastest production cars in the world – faster even than a McLaren F1, which was widely considered the world’s preeminent supercar at the time
A quad-turbocharged 6.0-liter V12 that cranks out an estimated 720 horsepower. Impressive even my today’s standards. The body is constructed completely of carbon fiber, which was very novel at the time and the GT90 would supposedly top out around 250 mph.Est. 720 bhp, 6.0 liter quad-turbocharged mid-engine V12, five-speed manual gearbox, four-wheel independent suspension, and four wheel ventilated disc brakes. Wheelbase: 116″
The GT90 features the FFD-Ricardo five-speed manual gearbox found on the XJ220 and, considering the torque load that it is designed to handle, is noted as having a relatively light shift quality. Also borrowed from the XJ220 comes the all around double wishbone suspension that was designed to enable the car to handle well at top speeds.
Using Ford’s new “Edge” design philosophy, the car incorporated advanced technology with a mixture of flat planes, angles, glass and triangular shapes that seemingly all collided together. The GT90 was the first car created using this new styling directive from Ford, which went on to be responsible for the creation of other Ford products like the Ka and Cougar. The effect is most impressive and a wonderfully executed stylistic throwback to its GT40 predecessor, which at once stays true to its heritage but acknowledges the advances in modern design. Taken directly from race car technology, the GT90 body panels are molded out of carbon fiber while the chassis is formed out of a honey-comb sectioned aluminum monocoque.
The interior of the car is easily accessed by pushing on a small yellow panel located on the B-pillar that allows the door to swing open. Amazingly for a supercar, it is relatively easy to climb into the cockpit, as the door sill is low and narrow, and the glass which arcs well into the roof is fixed to the door. Reminiscent of an airplane cockpit, the interior is finished in bright blue suede and leather, a carbon fiber center console and custom blue lit gauges. An abundance of brushed and polished aluminum adorns the interior, from the open shift gate and linkage to the controls on the center console, right down to the key for the car.
Ford Taurus 2010
We’re covering the hot-rod SHO version in its own First Drive, letting us focus on the mainstream SE, SEL and Limited Taurus trims here. The entry-level SE avoids rental-car status with a healthy standard feature list, including a 6-speaker single CD and MP3 sound system, a 6-way power driver’s seat and three power points. The volume-leading SEL adds SIRIUS Satellite Radio, dual-zone climate control, a leather-wrapped steering wheel and shift knob as standard, plus plenty of options ranging from the Sync infotainment system to a 12-speaker Sony sound system to all-wheel drive, a moonroof and remote start.
Buyers of the Limited will enjoy what is likely the most feature-intensive Ford ever. The standard perforated-leather front seats hint at the Limited’s luxury. Besides a standard 10-way power adjustment, the seats offer optional heating, air conditioning, seat cushion “active motion” and lumbar massage to promote circulation on long drives. Even the rear seats are heated. A power rear-window sunshade is also available on the Limited. It’s a truly posh ride.
Under the Hood
All SE, SEL and Limited iterations are powered by the same 3.5-liter V6 engine, rated at 263 horsepower and 249 lb-ft of torque. Likewise, the only transmission is a 6-speed automatic with both center-console and steering-wheel paddle shifting. Well, all except the SE; it forgoes the paddle shifters.
Technically up-to-date with four valves per cylinder and variable-intake camshaft timing, the V6 is smooth and quiet and offers a relatively wide power band, but it isn’t a powerhouse in this heavy sedan. Fuel economy — 18 mpg city/28 mpg highway — is good, considering the Taurus weighs well over two tons.
All-wheel drive is available on the SEL and Limited (and is standard on the SHO). Requiring no input from the driver, the AWD is useful for winter traction in snowy climes. Expect around a 2 mpg drop in fuel economy with AWD, though.
Wheel sizes vary from 17-inch aluminum alloys on the SE to 18- and 19-inch choices on the SEL. The Limited steps up to chrome 19-inch rims; all versions wear all-season tires. The suspension is nicely damped via three tuning variations across the SE, SEL and Limited trims, resulting in an almost athletic ride but without a hint of harshness.
Inner Space
No shrinking violet on the outside, the Taurus continues its powerfully contemporary theme inside. A deep center console strongly defines the dual-cockpit layout, while flowing lines and a sharp forward rake to the dashboard set an energetic yet elegant tone. Rich detailing and quality materials abound, with cloth seating standard on the SEL and leather optional.
Because Ford now sees sedans as a personal reward rather than as basic family transportation, and with the Taurus as the flagship Ford automobile, this four door is stuffed full of electronic aids and convenience features. For example, auto-dimming outside mirrors, an exterior temperature display, a trip computer and a compass are all standard on the SEL, but that’s just a warm-up. Options include Sync for hands-free communication, navigation and entertainment, plus radar-guided cruise control and reverse and blind spot warning systems (all rather handy).
Keyless entry, keyless starting (via push button), capless fueling and a sophisticated valet control to limit speed and audio volume and to promote seat-belt use by teens are also available. A Sony 12-speaker sound system, voice-activated navigation system with moving map and SIRIUS Travel Link are also available. Ford claims 10 of these features as class exclusives; there’s no doubt the Taurus exceeds in features.
On the Road
Besides all of its electronic trinkets, the Taurus employs the latest in dual-sealed windows, sound insulation, rigid body structure and sophisticated suspension. This gives it a quiet, stable, surprise-free ride. Interstate miles float by, and back-road touring is luxurious.
The flip side to the excellent insulation is a feeling of isolation. The high beltline can limit outward visibility for shorter people, especially across the large hood. Power is adequate, with the V6 zinging unobtrusively when prodded, but unless you opt for the performance-oriented SHO version, the Taurus does not have a lively driving personality. The paddle shifters are excellent for holding the car in gear on hills or in curvy sections, but are ignored in daily driving as superfluous to the automatic’s fine self-shifting.
The radar-guided cruise, blind spot and backing aids are all useful. For example, the cruise control faithfully maintains distance from traffic ahead over a surprisingly long range of adjustable distances. The backing aid is a godsend when reversing from blind parking slots, as it spots cross traffic and sounds an alarm.
Certainly there is no lack of comfort in the front seats. Support is very good and long hours in the saddle should not be a problem. Ford earns high marks for intuitive controls for the many functions literally at the driver’s fingertips, but the price paid for the swoopy forward-sloped dashboard is occasional sunlight glare off the instrument panel. Typically this isn’t an issue, but when it is you will definitely need sunglasses.
Back seaters enjoy their own special place. All but giants have good room in the rear, although basketball centers will find themselves brushing the headliner as the roof does come down slightly.
Generally, however, the Taurus is surprisingly luxurious and well appointed — more than expected inside an automobile bearing a Taurus nameplate. In fact, given a well-optioned Taurus Limited, there are few features reserved for Ford’s upscale Lincoln brand, such as self-parking.