Details 2018 ford f150 raptor grill
Perfect fit, 2018 ford f150 raptor grill easy to install, makes your car refreshed and cool appearance.
Made of fresh raw plastic particles, got better density consistency and tenacity. NOTHING like those made of recycled.
Production from fine mould, less burr, much more flat and smooth surface. Provides the engine compartment with better air flow and cooling.
Fitment: Fit For Ford F-150 2018-2019
Light Color: White & Amber
2018 ford f150 review
The Ford F-150 inherits three new or updated engines, a more handsome face, and more available active-safety technologies for 2018. The aluminum-bodied, steel-frame 2018 ford f150 raptor grill was our choice as the top pickup among our 2017 10Best Trucks and SUVs, and the 2018 model improves on that strong base.
Just aft of the truck’s more horizontal headlight and grille design live the most significant changes. Starting at the bottom of the lineup, Ford has downsized the F-150’s base, naturally aspirated V-6 from 3.5 to 3.3 liters by reducing the bore (the stroke stays the same).
The engine now features port and direct fuel injection, a much higher compression ratio of 12.0:1 (up from 10.8:1), and reduced internal friction. Peak horsepower jumps by eight to 290, albeit 250 rpm later at 6500 rpm, just shy of redline, and torque increases 12 lb-ft to 265 and peaks 250 rpm sooner than last year at a still high 4000 rpm. The 3.3-liter is standard on the XL and XLT but is unavailable otherwise.
Next in line is the EcoBoost twin-turbocharged 2.7-liter V-6, a $995 option on XL and XLT and standard on the Lariat trim level. It qualifies as “second generation” by Ford’s measure, keeping its fancy compacted-graphite iron and aluminum block and boasting the same dual-injection capability as the 3.3-liter, as well as a new exhaust-gas-recirculation (EGR) system and reduced internal friction.
Peak horsepower holds at 325 and is available 750 rpm lower in the rev range at 5000 rpm, while torque jumps 25 lb-ft to an even 400 and peaks 250 rpm sooner at 2750 rpm.
Ford left alone the other available EcoBoost, the twin-turbocharged 3.5-liter V-6, as well as its higher-output sibling that powers the equally unchanged F-150 Raptor, as that engine was new last year. The 375-hp engine is the burliest in the conventional F-150 range—and a steal at between $600 and $2895 when added to the XL, XLT, Lariat, King Ranch, and Platinum models.
It is 2018 ford f150 raptor grill standard on the range-topping F-150 Limited. Compared with the updated 5.0-liter V-8 ($1995 extra on XL and XLT, $1000 on the Lariat, and standard on the King Ranch and Platinum), the 3.5-liter dominates with a whopping 470 lb-ft of torque. The 5.0-liter inherits the same port and direct fuel-injection capability as the rest of the F-150’s engine range to produce 10 more horsepower and 13 more lb-ft than before, for totals of 395 horsepower and 400 lb-ft.
Ford’s 10-speed automatic transmission is no longer exclusive to trucks with the 3.5-liter EcoBoost. That gearbox replaces the six-speed automatic that was previously paired with the 2.7-liter and the 5.0-liter. Ford kept the tried-and-true six-speed automatic for the 3.3-liter V-6, citing cost and drivability goals.
With help from the engine updates, the new 10-speed, and the stop/start feature that’s now standard on all F-150s, EPA-estimated fuel-economy numbers edge up by 1 or 2 mpg for every powertrain except the carryover 3.5-liter EcoBoost. Expect bigger fuel-economy gains from the upcoming diesel V-6 option, a late arrival due in spring 2018 that we haven’t yet had a chance to drive.
Wheel 2018 ford f150
Incremental though they are, Ford’s powertrain updates are welcome. The 2.7-liter EcoBoost V-6 is now even more appealing, thanks to its punchier torque and the wider ratio spread of the 10-speed versus the old six-speed. The small six-cylinder sounds great under load, too, and emits a satisfying turbo whistle when the driver really sticks the spurs to it.
Traditionalists, for whom Ford continues to offer the 5.0-liter V-8, likely will be more pleased by the continued availability of the big, naturally aspirated engine than concerned about the marginal improvements to its performance. It feels much the same as before, meaning its low-end torque isn’t as satisfying or as early to arrive as the EcoBoost engines’, which match or outgun it in this regard. Still, there’s no beating the five-oh’s muscle-car soundtrack and linear, old-school power delivery that builds thrust to a crescendo near redline.
As we noted in our test of the 2017 F-150 with the 3.5-liter EcoBoost and this same 10-speed, with so many gears to choose from and the ability to lock, unlock, and even partially lock its torque converter to maximize efficiency or to smooth over a shift, the transmission can stay busy no matter which engine it’s bolted to.
For the most part, one must consult the comically long string of digits from one to 10 displayed in the gauge cluster to track the transmission’s behavior. In normal driving, the transmission skips gears when accelerating and decelerating to avoid shift pileups, and it runs sequentially through every single gear only under full throttle or when driven gently, as during, say, the EPA’s fuel-economy testing procedures.
Busy also describes the six-speed automatic attached to the new 3.3-liter V-6, although for different reasons. Lacking the broad and flat torque curve of its turbocharged siblings, the V-6 forces the six-speed to shift often to keep up momentum. We drove two F-150s with that engine: a stripped-out two-wheel-drive, extended-cab 2018 ford f150 raptor grill and a four-wheel-drive, crew-cab XLT. Both felt slow, a condition exacerbated when we loaded the crew cab’s bed with a 1200-pound bundle of horse feed.
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