Ford F-100 Eluminator Concept

Story by John Gunnell, photos courtesy of Ford

After World War II, Ford launched a series of ads based on the theme “There’s a Ford in your Future.” The ads showed Ford cars and trucks in a crystal ball held by a hand. Now, the message has changed to “There’s an electric Ford in your future.” And to expand the EV market a bit, classic vehicle lovers of the future may be re-powering older cars and trucks with electric crate motors.

That’s the idea behind the Ford F-100 Eluminator, a concept truck that Ford whipped up which has a 1978 F-100 pickup body and an electric engine! The Eluminator started out as a very wellpreserved 1978 F-100 with a stock internal-combustion engine. That power plant was taken out and a 2021 Mustang Mach-E GT Performance Edition battery electric powertrain was installed in the truck. It uses twin, front and rear electric traction motors that, together, produce a combined 480 hp and 634 lb-ft of torque.

Ford says it built the Eluminator to showcase the benefits of electric propulsion in motor vehicles. But there’s a second angle to its creation, since the clean-looking concept truck also shows that enthusiasts can order an electric crate motor from Ford dealers right now. The dealership then orders the electric motor through Ford Performance Parts. This “store-bought” Mach-E GT crate motor delivers 281 hp and 317 lb-ft of torque.

The Eluminator bowed to the public at the 2021 SEMA Show. “Ford, today, previews the future of electrified custom vehicles with the revealing of the all-electric F-100 Eluminator concept,” read a press release. “It is a zero-emissions demo truck with an all-new Ford Performance Parts Eluminator electric crate motor.” Ford said customers can also buy motors online at https://performanceparts.ford.com/part/M-9000-MACHE.”

The SEMA concept truck is based on a heritage-edition F-100 pickup and also features all-wheel drive, with the two powerful electric motors sharing the honours. The electric traction motors drive the front and rear wheels separately. This arrangement is based directly on the Mustang Mach-E GT’s traction motor system.

Ford’s global director of personalization, accessories and licensing was anxious to discuss the concept truck with companies interested in using or marketing the motors, as well as SEMA show attendees. He pointed out how Ford owners have been personalizing and customizing Fords since the company’s beginnings in 1903. He said that the new Eluminator motor was an example of how Ford plans to help customers go all-electric and embrace zerotailpipe emissions performance, even in collector vehicles.

The all-electric F-100 Eluminator concept was designed and

created by Ford Performance in collaboration with an outside shop called MLe Racecars. It sits on a custom Roadster Shop chassis. The Avalanche Gray paint with Cerakote Copper accents was applied by Brand X Customs. Inside is a billet aluminum dash by JJR Fabrication and avocado-tanned leather trim by MDM Upholstery. It rides on Forgeline custom 19 x 10-in. billet aluminum 3-piece wheels wearing 275/45-19 Michelin® Latitude® Sport tires.

Ford described the Eluminator e-crate motor as “the first of what will become a growing portfolio of performance parts and accessories for Ford electric vehicles.” The motor (Part No. M-9000-MACH-E) is already available at authorized Ford parts warehouse dealers or online. It sells for US$3,900 and is targeted at anyone looking for a transverse-oriented powertrain to electrify a range of vehicles from modern to vintage. Each Eluminator e-crate motor produces 281 hp and is street-legal in all 50 states.

Over time, the Ford Performance group plans to develop a wider list of applications for the Eluminator powertrain, as well as more components. It will work with some of the leading performance manufacturers on electric battery systems, controllers and traction inverters to close the loop on full turnkey performance aftermarket electrification solutions.

In addition to creating the Eluminator F-100 concept truck, Ford will be working on motorsports EVs. Jim Osborn, former pro Sports Car Club of America racer and founder of the Austin Hatcher Foundation, is preparing a custom Mustang Mach-E GT build to take to Bonneville Speed Weeks next summer. He hopes to make it the first Mustang Mach-E to top the 200-mph mark. Ford is also fielding the Mustang Cobra Jet 1400, an electric-powered exhibition drag vehicle prepared by Ford Performance and MLe Racecars.

“Electric performance is fun and, as the industry moves toward electric vehicle motorsports, the performance aftermarket will too,” said Mark Rushbrook, of Ford’s Performance group. “Just as Ford is committed to leading the electric revolution on the product side, Ford Performance is committed to winning on the motorsports front.”

Story by Howard J Elmer, photos courtesy of Winnebago

The e-RV, the first all-electric zero-emission motor home concept from Winnebago, was shown at the recent Florida RV Super Show in Tampa, Florida.

“This is an exciting time for Winnebago Industries and the outdoor lifestyle industry as a whole. We are proud to continue our innovation legacy with the reveal of the e-RV concept vehicle,” said Michael Happe, Winnebago Industries president and chief executive officer.

This Winnebago RV concept vehicle is an entirely new, allelectric RV that incorporates an advanced drive train and battery package. As well as driving the vehicle, it also powers all the living area systems of the coach.

“Consumer demand is driving electric power applications across many fronts, and we believe RV consumers are poised to benefit from the enhanced features and usability that electrified and connected RV products will provide,” said Ashis Bhattacharya, Winnebago Industries senior vice president, Business Development, Advanced Technology and Enterprise Marketing.

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Founders Roy Lord and Ed Coates, the “Lord” and “Co” in Lordco Auto Parts, opened the door to our first location in 1974, in Maple Ridge, British Columbia, Canada. From our humble 900-square-foot beginning, we have grown to become Canada’s largest privately held automotive parts distributor and Western Canada’s largest distributor and retailer of aftermarket parts and accessories, with 85 stores, nine including Truck Centres, and seven centralized distribution centres, two of which are specific to Hi Performance and Truck Centre parts. Our delivery fleet of over 500 vehicles ensures that the quality products we offer are delivered to wholesale customers and retail stores quickly. Our 31,000-square-foot flagship location in Port Coquitlam, British Columbia, features our new, modern retail store design concept, including a dedicated Truck Centre and power tool walls that allow our customers to handle products freely before deciding to buy. After over 45 years in business, we are growing faster than ever and have established a presence in Alberta, Canada, with even more locations in development. Lordco Auto Parts is looking forward to what the future has in store. It’s going to be a great ride!

Lordco adopts a unique approach to business by forging meaningful relationships with customers, employees and vendors, providing an unparalleled customer experience unrivaled in the industry. Our founding values of loyalty, family and community have provided the foundation for an innovative solutions-oriented approach to customer service.

We deliver an exceptional customer experience fueled by quality and expertise driven to keep you moving.

Lordco hasn’t slowed down on any expansion plans. Along with adding stores in new and existing markets, Lordco is looking forward to completing construction on a new Head Office and Distribution Centre. Scheduled to open in early 2022, the magnificent 377,000 square foot facility is located in Port Coquitlam, BC. The purpose built space and prime location will offer strategic advantages to both Lordco and its customers.

Key features of the e-RV concept vehicle include the following systems:

• In-vehicle appliances optimize energy usage and battery performance while maximizing comfort and functionality. Key elements include 350-volt DC power for the water heater and roofmounted air conditioner with heat pump, 110-volt AC for the induction cook top and the refrigerator, which can also operate on 12-volt DC power for enhanced flexibility and convenience.

• Flexible battery charging source capabilities, that allow for charging at home, campgrounds and dedicated charging stations. Charging time is around 45-minutes at high-current charging stations.

• High-performance wireless connectivity through a residential-grade wi-fi network via dual-modem router that enables high data streaming levels.

• Materials throughout the e-RV concept vehicle are selected as eco-friendly and sustainable options. This includes recycled cork-rubber flooring and woolen wall appliques to enhance thermal and wall insulation.

Evolving battery technology and applications continue to enhance capabilities and mileage range increases are anticipated as the concept vehicle develops. Currently, an industry standard, 86-kWh battery configuration provides a range of 125 miles while powering on-board systems.

The chassis is based on a readily available Ford Transit platform that has been modified with an advanced electrical power system from Lightning e Motors that powers the drivetrain, vehicle controls and living quarters.

Story and photos by John Gunnell

On a snowy Thanksgiving Day, a number of years ago, we received a phone call from a car enthusiast who was deer hunting in the woods when he came across the remains of an ancient Plymouth pickup. Although it was rusty and rotten, the truck caught his attention because he had never heard of a Plymouth pickup and probably thought he had found the only truck that Chrysler’s Plymouth division ever made.

Actually, a lot of companies were looking at the light truck market in the 1930s, when Plymouth built its first commercial vehicles. The Great Depression was the reason. With auto sales taking a big dive when

The 1 PT57 Express had the Plymouth script stamped into the tailgate. the economy tanked, carmakers were looking for any business they could drum up. Pontiac, Hudson-Terraplane, Oldsmobile, Studebaker, Buick, Willys and De Soto were among the firms that were jealous of the truck business that their competitors Chevy, Dodge, Ford and GMC had built up.

Many historians cite 1935 as the first year for Plymouth trucks, but photos from the Chrysler Historical Collection prove that a Commercial Sedan was a 1930 Plymouth model. It was built on a beefed-up passenger car chassis and was more or less a Sedan Delivery truck with windows that retailed for $750. The same historical source also includes photos of a Pilot Model Delivery Truck on the Plymouth “Drop Frame.” Only about 80 of the Commercial Cars--which used L-head 4-cylinder engines--were made.

According to Jim Benjaminson of the Plymouth Owner’s Club (www. plymouthowners.club) “This was most likely due to the fact that Chrysler’s non-Dodge outlets had the Fargo truck to sell in the United States at the time.” But after 1935, the Fargo became a badge-engineered Dodge marketed in Canada and other nations. “This again created the need for a non-Dodge commercial vehicle,” said Benjaminson.

In 1935, that vehicle arrived in the form of a Plymouth truck. It was called the Series PJ Sedan Delivery and sold for $636. It was based on the Plymouth slantback sedan of that era with the back converted to a rear door that was hinged on the passenger side.

The sedan interior was gutted, a bucket seat was fitted (a passenger bucket seat was extra) and the quarter windows were filled with metal panels that were removable. The spare tire was carried sidemount style in the right front fender. A 201-cid 62-hp L-head six-cylinder engine was provided along with a three-speed transmission. 1,142 were built. The Sedan Delivery or Commercial Sedan was continued in 1936 with

For 1937, Plymouth offered four commercial vehicles starting with a Chassis and Cab which outside body builders could use as the basis for a purpose-built truck. It was priced at $495 and 158 were made. There was a new PT-57 pickup for $525 that looked quite handsome with its car-like front sheet metal. Plymouth made 10,709 of them. A wood-bodied Station Wagon was also in the commercial line with a $740 price tag and production run of 602. The Sedan Delivery was $655 and 3,256 were manufactured. All of these again utilized the stalwart Plymouth L-head six which was now at 70 hp.

With a slight restyling, the 1938 Plymouth PT57 trucks looked modernized. The chassis and engine were virtually the same. The pickup was listed as the Express with a $585 price and a fairly huge production drop to 4,620 units. Plymouth also built 95 of the Chassis and Cab units priced at $560 and 1,601 Sedan Deliveries priced at $695. A new offering was a slide-in pickup box for the 1938 Plymouth business coupe.

The 1939 Plymouth trucks were PT 81s. They had more of an Art Deco look. Other than cosmetics, there were only the smallest technical changes. The dispatch box on the pickup was slightly enlarged and the spare tire was now under the truck instead of in a front fender well. Plymouth built 140 Chassis and Cab units priced at $545, 6,191 pickups priced at $575 and just 13 Sedan Deliveries priced at $654. The company then released two commercial versions of its “Road King” sedan. The Panel Delivery listed for $715 and the Utility Sedan was $685. Production was 2,270 and 341, respectively.

Plymouth trucks for 1940 were handsome. They had a “ship’s prow” nose that looked higher and more vertical. Side grilles extended out onto the fender “catwalks” and curved into the centre grille. All three grilles had horizontal openings. While the engine displacement didn’t change, it was now rated at 79 hp. Sedan Delivery models were based on the Plymouth Road King and had two models. The Utility Sedan listed for $699 and 589 were built, while the Panel Delivery listed for $720 and 2,889 were made.

The trucks were now PT105 models and there were only two left. The Chassis and Cab was $555 and 174 were made. The pickup sold for

$585 and 6,879 were produced. These are pretty commercial vehicles and probably the best-known Plymouth trucks.

By 1941, Plymouth was ready to call it quits in the truck market—at least until the 1970s. The PT110 trucks were revised to look a little fancier with a Y-shaped chrome decoration below the nose. The engine gained a few more horsepower. Only about 7,000 trucks and commercial cars were made. With 6,073 units built, the PT125 pickup was the best seller. Fewer than 700 Commercial Cars of all types were built.

In 1974, Plymouth re-entered the truck market with the Trail Duster SUV. In 1975, the Voyager van came out. In 1979, the Plymouth Arrow mini pickup—built by Japan’s Mitsubishi Motors - arrived. And in 1985, the Plymouth Voyager minivan kept Plymouth truck history going and evolving. The final Plymouth trucks were the 2000 Voyagers. For this article, we are concentrating on the prewar Plymouth trucks.

The Volo Museum in Volo, Ill., had this 140 Plymouth pickup for sale at $2,000. Vernon Meyer owns one of the 4,20 Plymouth pickups built in 1.

Story and photos by Howard J Elmer, additional photos courtesy of the manufacturers

The RVing season is coming, and the excitement is building with the return of the in-person RV shows. This happy event signals the end of winter and also the promise of Covid restrictions being lifted. So, while we all immediately start planning our next road adventures, I’d like to spend a few minutes talking about that spring tune-up. In particular I want to point out one of the most often overlooked systems on your trailer – the brakes. Most owners are aware that their trailer has brakes - AND - that’s about as far as many owners’ thoughts go when asked about them. So, ask yourself right now - when were they serviced last? Many will say never. How often should they be serviced? Most wouldn’t know. Because brakes are an out-of-sight/out-of-mind component owners tend to forget about. This is your reminder.

Now, few if any owners will service their own brakes, but it certainly doesn’t hurt to have a basic knowledge of the system on your unit. With this knowledge comes the awareness that will remind you to regularly get those brakes serviced. Here are the basics everyone should know – and just a bit more.

The majority of trailer brakes are of the older style “drum” variety. The key difference between these and those found on most cars/trucks is that the actuator (the arm that presses the brake pads against the inside of the drum) is electrically activated, rather than hydraulically.

It’s this electric pulse that comes from the trailer brake controller found in the tow vehicle. This system does the obvious – syncs up the trailer and truck brakes, because you want those to work together. But it does so much more. In-

cab readouts will show owners how much braking force is being applied to the trailer so they can change it to account for a loaded or empty condition. Even weather can play into how much brake force the trailer should exert.

Brake pads on trailers often don’t need replacement for many years (depending on usage) but because of the amount of time most trailers sit idle, corrosion, binding, seizing and wire deterioration are the true enemies of your brakes. At the very least, trailer brakes should be inspected annually. Their key need is cleaning and lubrication – jobs many owners can easily do.

Apart from the obvious need to stop the trailer, these brakes also play a much larger role in the overall safe operation of a travelling truck and trailer combination.

For instance, the use of Tow/Haul mode found in many of today’s trucks. Tow/Haul is fully integrated with a truck’s computer, which modifies the transmission’s shift mapping on the fly. With Tow/Haul engaged, the computer “knows” that the truck

is towing, how much weight it’s pulling and takes the driver’s accelerator inputs into consideration as it adjusts the shift points to pull more engine power for starts, hills and merging. But this is not its only function – when slowing, the transmission downshifts are made at higher rpms, promoting engine braking. This reduces wear on the trailer brakes and offers better downhill control.

Any trucker will tell you it’s all about controlling the weight, and that’s what the computer is programmed to do; however, many drivers still feel the need to make the decisions so most trucks will allow manual downshifting. Either way, this too is

a safe driving habit that has everything to do with saving trailer brakes.

Why bother, you may ask? Research has shown that using the transmission’s gearing to hold the load on grades can reduce brake rotor temperatures by 100 C during a braking event. Cooler brakes – both sets (truck and trailer) – means sharper stopping when the need really arises, not to mention lowering maintenance costs.

So where else do trailer brakes impact driving safety? One of the biggest advances in trailer towing safety in the last decade is trailer sway control. As the name implies, the truck (working When the computer senses trailer sway, it brakes the truck (and the electric trailer brakes) as needed (sometimes only one side)

or cuts engine power and downshifts to bring the trailer under control. And, that’s the best reason to make sure your trailer’s brakes are serviced regularly.

So, as spring comes on, consider your first seasonal maintenance and make sure the trailer brakes are on the list for inspection at your dealer.

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