COM 0140.005 2002-2004 - Laserfiche WebLink

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frame and improve front-end crash performance. Also new are the shocks, springs, suspension, and rack-and- pinion steering. The brake system is all new, and ABS is now standard. A new tire, the Goodyear Eagle RS–A Plus, is featured, which Ford engineers say will im- prove steering feel and wet and snow traction, and has longer tread life. Powertrain improvements in- clude a new variable speed electric fan for engine cooling, and a knock sensor prevents detonation from low -octane fuels. New interior safety features for 2003 include a higher head rest, which provides greater support behind the head in a crash to prevent whiplash. For units pro- duced after July 2003, side air bags will be standard on vehicles equipped with power seats and optional for vehicles equipped with manual seats. Ergonomic interior improvements include adjustable cup holders to accommodate a wide variety of cup sizes, and a new power point below the cup holders provides a location to plug in additional equipment. To assist in installing aftermarket equipment such as emergency lighting systems, radios, and computers, a new power distribution box is standard in the passenger compart- ment and optional in the trunk. It provides 10 fuse locations to provide power to aftermarket equipment and signal connections for 6 key functions. A compressed natural gas (CNG) version of the Police Interceptor will be available in January 2003. However, Ford elected not to submit a CNG version for testing for this model year. The 2003 CNG model will feature the same 4.6L engine as the gasoline - fueled Police Interceptor and will meet ultra-low emission vehicle (LEVII) emission standards for Green States and Ter 2, Bin 3 emission standards for Federal applications. No information was available from Ford at press time regarding the Explorer and Expedition special -service vehicles. Vehicle Dynamics Testing Objective: To determine high-speed pursuit handling characteristics. The 2 mile road racing course contains hills, curves, and corners; except for the absence of traffic, it simulates actual pursuit conditions. The evalu- ation measures each vehicle's blending of suspension components, acceleration capabilities, and braking characteristics. Methodology: All vehicles are driven over the cc a total of 32 timed laps by four separate drivers, e one driving an 8 -lap series. The final score for the vehicle is the combined average of the 5 fastest la of each of the four drivers. Exhibit 3 shows the average results of the vehicle dynamics test. Acceleration and Top -Speed Testing Acceleration Objective: To determine the time required for each, test vehicle to accelerate from a standing start to 60;x; mph, 80 mph, and 100 mph. Methodology: Using a Datron Non -Contact Optil, Sensor in conjunction with a personal computer, each Xk vehicle is driven through four acceleration sequences-' " r:.. two northbound and two southbound—to allowa wind direction. The average of the four is the score ' trrti ry'rf on the competitive test. rq Exhibit 3 Results of vehicle dynamics testing F;A ake/Model Average" , perelHunnnnerHMCS �^ - - 02:00.87 ¢L:furbo Diesel Chevrolet Impala 01:44,25 3.8L SPFI Chevrolet Tahoe. (2 -wheel drive) 53L SPFI' - - '- Chevrolet Tahoe 14 -wheel drivel ** 5.3L SPFI Doinfle(Chryslar Dodge Intrepid,-- 01:42.07 ', 3 FI Ford Police Interceptor 01:41.65 4.6L SPFI "9rFgw-rExpedition (2 -wheel. drive), :;';:5.4L SMPI Ford Expedition (4 -wheel drive) se 5.4L SMPI FordExplorer (2 -wheal drive) 4,6LSPFI - Note: Times are in minutes, seconds, and hundredths of a second; e.g., 129]4 - 1 mince, 29 seconds. and 741100 of a second. Average of the 201astest aps out of 32 total laps (the overall average of _ the 5 fastest laps for each o1 the bur test cl,wersl. ' The vehicle manufacture has indicated that these vehicles are neither designed for nor Intended to be used as pursuit vehicles. Therefore, these vehicles were not subjected to vehicle dynamics testing. ?yX;v