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Ford’s ‘Distraction lab’ researchers use high tech goggles to help ensure drivers keep eyes on road DEARBORN, Mich., Oct. 20, 2009 – Ford Motor Company, as the final phase of its research into the cause and effects of distracted driving, is utilizing high-tech goggles that measure the amount of time drivers take their eyes off the road to help validate in-vehicle technologies such as GPS navigation systems. Occlusion testing also was instrumental in determining the appropriate amount of information provided to drivers who use the latest SYNC application – Traffic, Directions & Information (TDI). Teen risk of distraction ______________________________________________________________________ Ford To Partner With Best Buy To Offer Sync Assistance By Jeff Bennett, OF DOW JONES NEWSWIRES DETROIT -(Dow Jones)- Ford Motor Co. (F) is partnering with electronic retailer Best Buy to help teach consumers how to better use the auto maker's Sync system. Best Buy Mobile workers will assist Ford owners in paring their cell phones with the Sync system. Sync, an in-vehicle system co-developed with Microsoft Corp. (MSFT), allows drivers to change radio stations and answer telephone calls through voice activation. There will be no charge for consumers who use the Best Buy service. Local Ford dealers will remain the primary resource for Sync training. The move continues Ford's push over the past two years to promote the technology aspects of its vehicles as it looks to attract younger consumers. Chief Executive Alan Mulally will provide a keynote address - for the second- year in a row - at the Consumer Electronics Show in Las Vegas next year. Sync currently allow users to access phone calls, browse their MP3 devices, call 911 and get traffic or directions. ___________________________________________________________ Ford Transit Connect small van delivers smooth ride True, a five-speed automatic instead of the Transit Connect's four-speed would have calmed the frantic up/downshifting. But what's a bit of shifting back and forth between friends? Totes up to 1,600 pounds, as much as a full-size pickup. Holds up to 135 cubic feet of goods, more than a full-size SUV. A quirk of its European-market origins: The hood is locked. Swivel the Ford logo on the grill to expose the lock, use the ignition key to open it. A security feature. Ford Ties for Lead in Initial Quality April 22, 2009 The quarterly study was conducted by the RDA Group on behalf of Ford. "This is truly a significant accomplishment for us," stated Bennie Fowler, Ford group vice president of global quality. "Honda and Toyota have claimed bragging rights for years, but now we are seeing our hard work pay off. It's evident in study after study." The GQRS survey measured 2009 model-year vehicles' initial quality in two categories: the number of things gone wrong and customer satisfaction with vehicle quality during the first three months of ownership. At 1,228 problems per 1,000 vehicles, Ford, Lincoln and Mercury models showed a 5-percent improvement in things gone wrong. Honda had 1,422 things go wrong per 1,000 vehicles, while Toyota was at 1,150. As far as customer satisfaction with vehicle quality, Ford came in at 79 percent, an improvement of 2 percent. This tied Honda and Toyota's scores. "Ford's commitment to quality is really paying off as they continue to rival Honda and Toyota on both initial quality and customer satisfaction with the quality," pointed out Donald Pietrowski, president of the RDA Group. Moreover, the following Ford models led their respective segments in the survey: —Ford Mustang: initial quality and customer satisfaction for sports cars. —Ford Taurus: initial quality for large cars. —Ford Taurus X: initial quality for crossover utilities. —Mercury Milan: initial quality for midsize cars. —Ford Ranger: initial quality for compact pickups. "We are energized by the continuous improvement we are seeing on both initial vehicle quality and customer satisfaction," Fowler commented. "This survey validates the hard work and dedication to quality from Ford employees, suppliers and dealers," he added. "We will keep the momentum going as we strive to become the clear global quality leader." Ford: Vehicles will be less costly to repair, insure February 27, 2009 - Ford's new industry-first Paint and Body Technology Center brings repair and crash safety experts together to drive down auto insurance costs by making vehicles more damage-resistant and less expensive to repair. - New 2009 F-150 is the first vehicle to go through Ford's new design repair process, resulting in frame fixes costing at least $2,000 less than previous repairs. - Ford has reduced prices on thousands of genuine Ford replacement parts. INKSTER, Mich., Feb. 23 /PRNewswire-FirstCall/ -- Ford (NYSE:F) is opening an industry-first technology center in Inkster, Mich., dedicated to finding design solutions and repair procedures that will lower repair costs and ultimately drive down auto insurance premiums. The new Ford Paint and Body Technology Center in Inkster will leverage the combined expertise of Ford's repair and safety experts, auto repair technicians and insurance companies. Ford's goal is developing affordable, innovative vehicle designs, replacement parts and repair procedures that lower the cost to fix a damaged vehicle. "Our bottom line for this new initiative is simple: If your vehicle costs less to repair, it's going to cost less to insure," said Darryl Hazel, president, Ford Customer Service Division (FCSD). "The work Ford will perform at the new Paint and Body Technology Center will help reduce insurers' repair costs so they can drive down auto insurance premiums for consumers." Ford's new Paint and Body Technology Center is funded by a $650,000 investment made by collision repair product, equipment and service suppliers. Those partners, along with insurance companies, are collaborating with Ford by providing repair recommendations early in a new vehicle's development. They also will utilize the facility to train certified repair technicians. "It's great that Ford gets insurance industry insight about how to improve repairability of its vehicle designs," said Mark Woirol, project manager with Allstate Insurance Company's Tech-Cor Applied Research Center, which works with automakers, insurers and repairers to make cars more damage-resistant and repair methods more cost-efficient. "We've never been as involved in an automaker's product development process as we have since Ford invited us to participate." Designing to Reduce Damage Ford's Paint and Body Technology Center is merging operations with Ford's existing Safety Crash Test Analysis building. The goal is to identify potential repair issues and refine designs to help dealers and other auto repairers more affordably repair vehicles to pre- accident condition, ensuring safety and quality. Many new affordable repair designs are expected to be designed into vehicles earlier in development so they can be analyzed during crash and durability testing. After crashes, the repair engineering team works to develop specific repair procedure recommendations for body shops. 2009 F-150's Affordable Frame Fixes Ford repair and safety engineers first began collaborating on the new 2009 Ford F-150. During the early development period, engineers realized new materials -- including ultra-high-strength steel and boron -- made the new truck safer, but also could make it more expensive to repair after a collision. "The extensive use of advanced technologies and materials in the 2009 F- 150 required specific procedures and repair recommendations for the industry," said Gerry Bonanni, Ford Collision Repair Senior Engineer. To address the issue, Ford developed special front and rear frame section kits that can be used rather than having to replace the entire frame. Partial frame repairs cost at least $2,000 less than full frame replacements and will save vehicles that before may have been totaled based on some state repair laws. The success of the collaboration on repair procedures for the F-150 led to the decision to open the new facility. "We're now able to prepare repair procedure manuals in advance for all of our new vehicles," said Mark Albrant, Customer Service Engineering supervisor. "This effort saves insurers repair costs so they can reduce consumers' auto insurance premiums. At the same time, repairs can be done with safety- approved procedures that help ensure the vehicle's quality is restored." Ford's Affordability Ford recognizes affordability, including insurance costs, is a key concern for consumers. In 2008, the National Highway Traffic Safety Administration reported that Ford had more collision insurance cost segment leaders than any other automakers. And, four of its cars and trucks are on Insure.com's Top 10 Least Expensive Vehicles to Insure, which is more than any other automaker. According to the Highway Loss Data Institute, the four-door 2008 Ford Focus saw a 13 percent improvement in average insurance loss payments compared to the 2007 model as a result of design improvements. "The work that Ford's repairability experts already have done with Ford's safety engineers has made the Focus's bumper bigger and stronger to better protect adjacent components," said Larry Coan, Ford Damageability Engineer. "The new Paint and Body Technology Center will allow us to develop even more affordable repairs before vehicles launch." Ford also helped to reduce insurance premiums for Mustang owners by making improvements to its overall repairability based on consultation with insurance industry repairability experts. The cost of insuring a 2008 Mustang is approximately 25 percent lower than it was on 2006 models and 50 percent lower than on 2004 models, according to a leading U.S. insurance company. Lower Part Prices Not only is Ford building in more affordable repairs, it is significantly reducing prices for genuine Ford replacement collision parts to its dealers and repair shops. In 2008, Ford reduced prices on more than 6,000 of its highest volume replacement parts. Using genuine Ford parts insures the same quality, fit, structural integrity, corrosion resistance and dent resistance of Ford's original parts, as well as helping insure proper functionality of safety systems damaged in accidents. FACT SHEET: AUTO SALES AND EXCISE TAX DEDUCTION President Obama signed “The American Recovery and Reinvestment Act of 2009” into law on February 17, 2009. The law includes a new consumer tax deduction for State and local sales and excise taxes paid to purchase a motor vehicle during 2009. Customers with questions related to their particular tax situation should be advised to consult with a financial adviser. Test Drive: 2010 Ford Fusion is best gas-electric hybrid yet By James R. Healey, USA TODAY OK, let's just get it out there: The 2010 Ford Fusion hybrid is the best gasoline-electric hybrid yet. What makes it best is a top-drawer blend of an already very good midsize sedan with the industry's smoothest, best-integrated gas-electric power system. It's so well-done that you have to look to the $107,000 Lexus LS 600h hybrid to come close. Fusion's $28,000 starting price is more or less in reach, the driving feel is good, and the interior has a premium look and feel. There are three facets to consider in evaluating a gasoline-electric hybrid: the underlying vehicle itself, the hybrid system and the mileage. Assuming the preproduction Fusion hybrid test car was representative — Ford says it was — the Fusion's scores in those three categories are good, great and adequate, but potentially, very good. The Toyota Prius crowd will protest. Prius is lower-priced, has about the same room inside, has a handy hatchback configuration, gets better mileage — and most of those attributes could improve when the 2010 Prius goes on sale in a few months — so how could Fusion be the best hybrid? Simple. Fusion drives better. A car is, after all, a driving machine. Brownie points for saving somewhat more fuel or offering a cargo-friendly hatchback, but driving feel is most important. And there, Fusion is without equal among hybrids. Here's a look: •The car. A slick machine, regardless of powerplant. Smooth looks. Good manners. Adequate space. Comfortable accommodations. Above-average ambience. Ford launched Fusion as a gasoline-only car in 2005 as a 2006 model. It's getting a midcycle update for 2010, including a hybrid version for the first time, which will begin arriving at dealers mid-March. The hood has a wide, demi-dome bulge, and the grille and rump are tweaked a bit. The grille now looks as if it was done that way on purpose. A commendable change: The turning circle is 2 feet narrower. No more back-and-forth getting into or out of a tight parking spot at the shopping mall. The change makes the car feel more nimble overall, not just when docking in a narrow slot. •Hybrid system. The basic four-cylinder gasoline engine is a 2.5-liter, up from a 2.3-liter in previous Fusions. A little more oomph is the welcome result. The aural signature could be better — it comes down on the coarse side when spurred hard — but isn't a deal-breaker. The electric motor delivers more crank than you get from the gas engines in most small cars. And the miracle is how Ford blends the two. There was no — none, nada, zip — vibration or shimmying in the test car when the gasoline kicked in to help the electric. No other hybrid — not even that $107,000 Lexus — can make that claim 100% of the time. Fusion's main rivals, Camry and Nissan Altima hybrids, shake a lot when their gasoline engines join the party, Altima especially. And no, it's not worth accepting the lack of refinement as a price for saving fuel. It'll make you bitter and crazy after a while, wincing in advance knowing that shudder is due any second. One Ford trick: using the engine's electronic controls to halt the gasoline engine just at the point in the crankshaft rotation where a cylinder is ready to fire again. There was a distant shudder when the Fusion's gasoline engine restarted after stopping at a red light, as all hybrids do to save fuel. But it was milder than in any other hybrid tested, so minor as to be inconsequential. The other great thing about the Fusion hybrid is information delivery. You can pick how much hybrid-related data you want on the instrument panel. Regardless of how much you ask for, Fusion delivers it informatively, no scolding or overwhelming you, as other hybrids do. Yes, there's the "atta way" pictograph of leaves growing into a wreath if you drive just so. But you can shut that off. • Mileage. Mediocre for a hybrid in the test, but the mileage numbers were continuing to climb even as the test ended. And the car registered 40-plus miles per gallon in a couple of short trips that usually return crummy, not outstanding, mileage. Best guess: Moderate, but not mileage-obsessed, drivers could get 35 mpg or so in suburban settings. Not the 41 government rating, but impressive for a 3,720-pound midsizer. Fusion's city mileage rating is better than Camry's 33 mpg, but does it get more in real life? Probably depends more on the driver than the car. Even if the Fusion gets lower real-world results, it's still much smoother and a whole lot nicer to drive. More about the 2010 Ford Fusion hybrid What? Gasoline-electric hybrid version of midsize, four-door, front-drive Fusion that's been updated for 2010 model year. Ford's Mercury brand sells the nearly identical Milan. When? Hybrid and gasoline versions begin arriving at dealers in March. Where? Made at Hermosillo, Mexico. Why? Pirate some sales from Toyota's Camry hybrid. And burnish Ford's "green" credentials. How much? Starts at $27,995 ($3,295 more than most similar gas model). With all factory options: $32,435. Midlevel test car: $29,590 (no leather or navigation system). Gasoline model starts at $19,995. How many? About 20,000 a year, including a few Milans; more if Mikey likes it. How powerful? Modestly — punch not being the key issue in a hybrid: 2.5-liter gasoline engine rated 156 horsepower at 6,000 rpm, 136 pounds-feet of torque at 2,250 rpm. Electric motor: 106 hp at 6,500 rpm, 166 lbs.-ft. the moment it begins to turn (an appealing attribute of electric motors). Ford says net combined hp is 191, but declines (like most hybrid makers) to specify net combined torque. Continuously variable automatic transmission blends power from the gas, electric powerplants. How fancy? Lots standard, including expected bags, belts, stability and traction controls and power accessories, plus the unexpected: Free six-month satellite radio service (Sirius), 110-volt outlet, six-CD stereo (instead of the typical single setup), dual-zone climate control, auto on-off headlights, auto-dimming mirror, backup alarm. In other words, you actually could abide the base Fusion hybrid. How big? On the small end of the midsize scale. Fractionally bigger outside than Toyota Camry hybrid, slightly smaller inside, but has a bigger trunk. Fusion hybrid is 190.6 inches long, 72.2 in. wide, 56.9 in. tall on a 107.4-in. wheelbase. Passenger space is listed as 99.8 cubic feet, trunk as 11.8 cu. ft. Weight listed as 3,720 lbs. Turning diameter is 37.5 ft. How thirsty? Rated 41 miles per gallon in town, 36 on the highway, 39 in combined driving. Test car trip computer showed 27.2 mpg (but was continuing to climb when test period ended) in 300 miles of suburban driving. Registered a remarkable 41.4 mpg in one 5.1-mile suburban trip, 44 mpg in a 3.1-mile hop, driven normally, no nursing. Tank holds 17 gallons. Regular (87 octane) gasoline is specified. Overall: Best hybrid.
Verification Laboratory – or “Distraction Lab” – use
state-of-the-art occlusion goggles to help reduce driver
distraction
complementing Ford’s real-world and simulated driving
studies to accelerate new connectivity technologies that help
reduce distractions
determine how information should be displayed and
accessed on in-vehicle telematics systems such as its SYNC
and GPS navigation
National Teen Driver Safety Week Oct. 18-24 serves as a
reminder to teens, “Don’t text and drive”
The special “occlusion” goggles are used in testing at Ford’s Human Machine Interface Verification Laboratory – or “Distraction Lab.” Ford engineers and technologists use the data to accelerate the safer design of telematics systems that keep drivers connected and informed.
In occlusion studies, the test subject wears goggles equipped with small liquid crystal display (LCD) screens that rapidly blink open and closed in a regulated sequence while the subject views graphics and text information on a new device such as a navigation screen. Open goggles represent eyes-off-road time, or when the driver is looking away at a device. Closed goggles represent eyes-on-road time.
If 85 percent or more of test subjects are able to complete a task on screen in the time allowed – such as reading and selecting an address on a navigation screen – the task is considered compliant with industry guidelines. However, if the test subject cannot complete the task in time, the function is designed to be locked-out when the vehicle is in motion, and can only be operated when the vehicle is stopped.
“Occlusion testing is faster and a lot more efficient than other methods for determining eyes-off-road time and the potential for visual distraction,” said John Shutko, Ford technical specialist in Human Factors Engineering and Ergonomics. “In the past, we used occlusion testing primarily to verify other research, but over the past couple of years we’ve been able to develop test models with the technology that allows us to rapidly complete research faster than ever before.”
Thanks in part to occlusion testing, the information displayed on Ford’s latest-generation navigation system is purposely limited to comply with industry guidelines and help reduce the risk of driver distraction.
The hands-free, voice-operated advantage
The feature leverages SYNC’s industry-leading voice-recognition software, integrated GPS and Bluetooth-capable phones to provide simple hands-free access to personalized traffic reports, precise driving directions and up-to-date information including business listings, news, sports and weather. This information is provided through the car’s audio entertainment speakers, allowing the driver to keep hands on the wheel and eyes on the road.
“Studies show voice-operated systems like SYNC offer significant safety benefits over hand-held manual devices,” says Dr. Louis Tijerina, Ford senior technical specialist. “If people are going to use nomadic devices – and there’s no reason to believe that they will stop – Ford wants to offer our customers a safer way to use them, through SYNC.”
A recent study showed that SYNC, Ford’s fully integrated voice-operated in-car communications and entertainment system, significantly reduced the level of distraction when test participants selected a phone number or chose a song on their MP3 player compared with the same operations using hand-held cell phones and music players. For example, the research conducted by Ford shows study participants spent an average of 25 seconds with their eyes off the road to select a song with a hand-held MP3 player compared with two seconds for those choosing a song using SYNC. Read more about this and other related research here.
Teens may be particularly vulnerable to driver distraction because they lack experience behind the wheel and may not recognize the risks of hand-held texting and dialing while driving. Recent studies show four out of five teens use cell phones and MP3 players, and many of them associate their wireless devices with an improved quality of life, according to a national survey from CTIA and Harris Interactive.
Ford research shows that teens, particularly 16- and 17-year-olds, do not have the experience that allows them to self-limit tasks while driving, such as taking their eyes off the road for longer periods of time to manually dial a phone number, send a text message or search for a song to play. The National Highway Traffic Safety Administration (NHTSA) has estimated that distracted driving may be involved in some capacity in up to 80 percent of road collisions. These distractions may include friends in vehicles, eating, smoking and the use of nomadic electronic devices.
“The national government has called texting while driving a national epidemic, and this is especially true for teenagers who text more than adults and do so in a more dangerous way while driving,” said Sue Cischke, Ford group vice president for Sustainability, Environment and Safety Engineering. “At Ford, teen safety and driver distraction are critically important issues – not just during National Teen Driver Safety Week, but year-round. We also recognize that responsible, experienced drivers want to stay connected in their vehicles, so Ford has designed voice-operated systems to deliver connectivity in a safer manner.”
A recent Ford-commissioned survey showed that younger drivers view driving distraction risks differently. Only 61 percent of those under the age of 35 believe that reading text messages from a mobile device is “very dangerous” compared to 92 percent of study participants older than 50.
Despite the differences, the survey showed that 86 percent of U.S. drivers believe hand-held texting while driving is “very dangerous” and 93 percent support a nationwide ban on texting. Sixty-eight percent of drivers, including 66 percent aged 35 or younger, believe teens would be less likely to
comply with bans.
The online survey was conducted Sept. 18-21 by Penn, Schoen & Berland Associates. Ford Motor Company recently became the first automaker to endorse a federal ban on manually sending text messages on hand-held devices while driving.
# # #
About Ford Motor Company
Ford Motor Company, a global automotive industry leader based in Dearborn, Mich., manufactures or distributes automobiles across six continents. With about 201,000 employees and about 90 plants worldwide, the company’s automotive brands include Ford, Lincoln, Mercury and Volvo. The company provides financial services through Ford Motor Credit Company. For more information regarding Ford’s products, please visit www.ford.com.
By James R. Healey, USA TODAY
Here's one of the best ideas since sliced bread: a compact cargo van that, properly optioned, could just about serve as the family bus.
If the 2010 Ford Transit Connect doesn't evoke in spirit, if not appearance, the 1960s Volkswagen Bus, you're too young, you were too stoned to remember or you have no imagination.
Ford says the official reason for modifying the Euro-market TC for the U.S. is to plug a hole in the market. It's for business people who don't want the cost or size of a big van but need something more utilitarian and robust than a minivan or hatchback.
But — wink, wink, nod, nod — there just might be a few surfers, artists, college students, vagabonds and unrehabilitated hippies to broaden TC's appeal.
Primitive by today's hoity-toity standards, perhaps, but a delight all 480 miles from USA TODAY HQ in McLean, Va., to Knoxville, Tenn. A hefty bunch of that was in rain and wind so vicious that the radio station began yelping for everybody to get off the road in that "we're all gonna die" way of weather warnings.
Transit Connect pressed on, its wipers flicking away rain as if the storm were a shower. The low center of gravity more than compensated for the tall silhouette to keep the TC stable in the fierce crosswind. Dry-road handling was good, too.
The four-cylinder engine, based on what's in the Focus compact car, should have been unsuitable in the hills and against the wind, but it just growled louder and maintained.
The work-truck cloth seats were remarkably comfortable even though (perhaps because) they lacked uncounted ways of adjusting. Less is more.
A ceiling-mounted shelf designed for invoices, computers, order pads and the like was perfect for maps, snacks and other road-trip detritus.
Lightly laden, TC rode smoothly. Usually, cargo haulers need weight aboard to ride smoothly.
Quiet for its ilk. None of the expected wind howl from such a bluff face, nor sounding-chamber resonances from the open, uninsulated cargo space.
Rear doors opened a conventional 90 degrees, or swung all the way around against the sides, where magnets held them. Good for loading docks.
Space between fender wells is 48.1 inches, just enough for standard-size building materials such as drywall — but not with doors closed; only 6 feet of fore-aft cargo room, not the 8 feet you'd need.
Ford-anointed suppliers sell a staggering array of racks, bins, shelves and other holders so the van's just so when you pick it up at the dealership.
Transit Connect did have some issues:
•Rear visibility was terrible, and that's with optional side and back windows (windowless is standard). A backup camera would be a useful option.
•The add-on Bluetooth module was a tacky hunk of plastic hanging from the steering column, in the way of other controls.
•The optional navigation system was terrible. Pronunciation sometimes was undecipherable. "Ravensworth" came out "raffenurn," for instance. Instructions were late, more validation than guidance: "Turn right." Ah, thanks Navi Girl; glad we made the correct move there.
Test vehicle had the optional second row of seats (no third row available). OK for kids, tight for adults.
Customization possibilities, commendable fuel economy, affable driving personality: Transit Connect is not just a tradesperson's delight but a potential cult machine.
2010 Ford Transit Connect
•What? Small panel van for tradespeople who want better mileage, lower cost, trimmer size than a big van or truck, and more utility than a minivan, small wagon or hatchback. Front-drive cargo vehicle with sliding side doors, swing-open rear doors, built on a dedicated commercial-truck chassis, Ford says, not a converted car chassis.
•When? Went on sale June 23.
•Where? Made at Ford Otoson factory in Kocaeli, Turkey, a joint venture between Ford Motor and Koc, a Turkish industrial conglomerate.
•Why? Ford didn't see anything else like it in the U.S., decided to modify the Euro-market Transit Connect and fill a need.
•How much? Starts at $21,475 including $695 shipping. Loaded test vehicle, equipped with a second row of seats, side-door windows, navigation and other passenger-vehicle accoutrements, was about $24,000.
•How powerful? 2-liter, four-cylinder engine rated 136 horsepower at 6,300 rpm, 128 pounds-feet of torque at 4,750 rpm, mated to four-speed automatic transmission.
•How big? 180.7 inches long, 70.7 inches wide, 79.3 inches tall on a 114.6-in. wheelbase. Weighs about 3,400 lbs. Carries up to 1,600 lbs. (as much as a full-size pickup), has as much as 135.3 cubic feet of cargo space, depending on configuration (more than a full-size SUV).
•How thirsty? Rated 22 miles per gallon in town, 25 mpg on the highway, 23 in combined driving (4.35 gallons/100 miles).
Test vehicle recorded 19 mpg in suburban driving (5.26 gal./100 mi.), 18.4 mpg on the highway (5.43 gallons/100 miles).
All driving done with light load, heavy foot. Highway test included hilly terrain and strong crosswind.
Burns regular, holds 15.4 gallons.
•Overall: Wonderful. Makes you want to open a shop so you can have one for deliveries.
DEARBORN, Mich. — After years of dominance from Japanese automakers, Ford has moved past Honda in initial vehicle quality rankings and is now in a statistical tie with Toyota at the top of the list, according to the 2009 U.S. Global Quality Research System study.
Ford Puts a Dent in Auto Insurance Costs by Making Vehicles More Damage Resistant and Cheaper to Fix (Press Release)
"When customers take their vehicles in for collision repair, they want their vehicles to be returned to pre-accident condition, using the same quality parts that were on the vehicle when it was built," said George Gilbert, manager of FCSD's Collision Parts Truckload Program. "By enabling more of our dealers to stock genuine Ford parts, we're better able to satisfy our customers' needs. And, customers have a right to demand genuine Ford replacement parts. If they don't exercise this right, the decision could be left to others."