We've known for a while the Boss was coming, and that the Raptor XT would get the first implementation of the giant engine. But other than data and a few photos from Ford, the 6.2-liter version of the motor has stayed in Ford's possession.

Well, that's what we thought. It turns out Houston-based tuning shop Fastlane has had six of what they believe to be prototype versions secretly sitting inside their nondescript and hard-to-find shop in a commercial strip around the corner from a Chinese buffet for almost five months. The details of how they got there are purposefully vague, but shop owner/founder Nick Field has been sitting on this big engine for far too long to not want to share.

When Ford needs to dispose of their experimental parts some of it gets crushed and some of it gets sent out to salvage. When it goes out the door someone gets tipped off. It's that unnamed middle man who originally bought these engines (and tons of other bits and pieces) and put them up for purchase as part of a massive Ford garage sale. When Field saw the list of what was for sale, he was able to guess it was important and bought all six of them for a price so low you wouldn't believe if we printed it.

That's right. Six of them. The one we photographed is sitting in the middle of Fastlane's office on an engine stand, as if it were just another of the many other motors floating around the shop. You wouldn't even know it was a Ford as the engineers were at least smart enough to grind off most of the identifying numbers and all but one small logo, though they left a few of the sensors intact. Although Ford may not be marketing this engine as a revival of the Boss engine, trust us when we tell you, it's the Boss engine.

This is most likely an early version as it features a cast-aluminum intake manifold the designers used to make volume adjustments before they switched to the plastic version found on later prototypes and now the final production iteration.

None of Fastlane's motors are running yet, but to Field and the Fastlane crew there's a belief this is an engine with promise for the tuner set. And they should know, as they're the company behind the fastest CTS-V and the fastest 2010 Camaro in the world. The stats from Ford on the engine are as follows: 9.8:1 compression ratio, two plugs per cylinder, cast iron block with aluminum heads, cross-drilled mains, and 411 HP/434 lb-ft of torque in XT trim with a 500 HP version apparently coming.

An engine dyno is going to be scheduled as soon as Fastlane gets the Boss actually running (Ford of course didn't ship it out with the ECU). But what are they really going to do with six big experimental engines? In addition to getting quite the head start in terms of aftermarket development, one is being kept on display, two of them are planned for the company's racing Mustang, one belongs to customer/shop mascot Mark Ponter, one is being prepped for a restomod '67 Mustang, and the other one has an undecided fate.

Whether this new "Boss" motor is destined only for trucks or if it becomes Ford's answer to the HEMI and Vortec engine in passenger cars is still unclear. All Nick Field knows is "We're getting one in a Mustang."

There aren't any official images of the Raptor XT but there don't really need to be — just take the Raptor R that ran the SCORE Baja 1000 last year and add an interior and glass and you have the Raptor XT. We're not kidding. The Raptor XT comes equipped with a whole host of very serious off-road racing upgrades over the already crazy-capable Raptor. Let's just run down the list:

• 500 HP version of Ford's new 6.2 liter V8
• Full 4130 chromoly roll cage
• Coilover four-link rear suspension with 18" of wheel travel
• Fox Racing tuned front suspension with 15" of travel
• 37" BFG Baja T/A tires with bead locks
• Tubular bumpers
• Auxilary light bar
• Front locking differential in addition to the standard rear locker
• Factory five point harnesses and racing seats

Now the bad news. They're off-road only — no VIN number and no chance to get one. Ford's only going to build a total of 50 of these monsters and finally, they're selling them at a monstrous $99,950. That's a $100k pick-em-up truck. Sure, it's probably cheaper than you can build a fer-real Baja runner, but those two figures together place the Raptor XT into the realm of supermodels and movie stars; It's beautiful to look at, and you can't help but imagine how it performs, but it's not within the realm of possibility to have for yourself.

What better way to make arguably the most belligerently awesome pickup truck ever built even better than to add a stonking 91 HP to the bottom line?

The power figures for the Raptor's new heart apply only to this truck and are still missing for the standard F-Series lineup, but for this guise it'll do 411 HP @ 5,500 RPM and 434 lb-ft of torque at 4,500 RPM. That additional grunt is good for an acceleration kick too, getting the truck from 0-60 MPH 1.5 seconds quicker than the standard truck. The upgrade over the 5.4 liter will cost buyers a very reasonable $3,000 and the order books for the truck open up in December and we're betting dealers are foaming at the mouth. At the moment, there are about 3,000 standing orders with 600 trucks sold and only a 16 day turn on dealer lots, with plenty of indication those orders will be updated for the stronger mill. Astounding figures when the full-size truck market is less than half the 2.5 million annual sales from 2007. Of course, the Raptor is as much for full-size truck stuff as an Impala is for NASCAR racing.

Can someone please go to Elder Ford and tell us how many of those are on the lot? Also, inside, you can meet the original Henry Ford!

(Hat tip to M0L0TOV for the vid)

Based on the stock 2009 Ford F-150, the Raptor adds little more than some fancy suspension, fancier electronics and some sporty exterior design. It retains the stock engine, the same 6-speed automatic gearbox (albeit in a less enthusiastic state of tune), the stock frame and a gussied-up stock interior and flared exterior. But oh, what suspension and electronics.

Headlining the changes are the internal triple bypass Fox Racing shocks. Like other off-road suspension packages, they add lots of travel (the total now stands at 11.2" of travel at the front and 12.1" at the rear), but unlike other systems they take radical steps to control that travel with the damping becoming four times stiffer at the end of the shock's travel as it is at the beginning. The initially soft, progressively stiffer damping means the Raptor floats over undulations both off-road and on, but controls that float so there's no bouncing around on the springs.

Drive along at whatever speed, hit a bump and the jolt is absorbed with no further impact on the experience. The suspension compresses to the extent required to clear the obstacle, then extends back to its normal position rather than compressing and extending through a few decreasing cycles like on virtually every other suspension setup.

That control isn't just down to the dampers, the Raptor increases the width of the F-150's track by seven inches, necessitating the use of unique "SVT" stamped upper and lower control arms and the wild new bodywork. The result of that is stability, especially noticeable at high speeds.

Connecting that new suspension to the road are bespoke 35-inch BF Goodrich tires on same-size, but unique-looking, 17-inch wheels. They use the same tread pattern as other BF Goodrich off-road tires, but everything else about them is designed to boost on-road refinement while retaining off-road ability. They're dead quiet even while bouncing off the 100 MPH speed limiter on the road, yet grip rocks and loose sand just like their off-road-only brothers and sisters.

Helping all that out is an "Off-Road" mode button that lets the ABS lock the wheels up at low speeds for more effective braking in the dirt, makes the shift programming and throttle response much more aggressive and backs off the traction and stability control.

That we've just spent five paragraphs describing the fancy suspension and electronics should give you some idea just how special they are. In fact, they transform the F-150 from a practical and luxurious utility truck into the most bitchin' multi-purpose vehicle we've driven all year. It's just a shame about the transmission.

That the Raptor is fast, refined and utterly stable up to its limited top speed belies its true nature as an off-roader. We were initially disappointed in the truck because we couldn't imagine a situation where all this roadability couldn't come at the expense of off-road speed. The thing is, we were wrong.

Designed for high-speed desert running, the SVT engineers didn't find it necessary to sacrifice any rock-crawling or mud-plugging ability. The extra ground clearance, improved approach and departure angles, beefed-up half shafts and other assorted upgrades like the huge SVT-branded aluminum skid plate actually make the Raptor more capable in the slow stuff than the stock F-150. All that truck's off-road aids are retained in the form of super slow-motion hill descent control and locking differentials.

And then you get to the go-fast stuff.

There's plenty of trucks, SUVs or whatever that can competently tackle a boulder. There's none available straight from a show room that are designed to run across the desert at 100 MPH. That's exactly what the Raptor does.

Push the "Off-Road" button, turn off the traction control and engage the rear axle locker in two-high and you're in the unofficial sport mode. This sets you up to tackle the loose surfaces, bumps, jumps and corners of your average desert. Point it down a dry creek bed or across the open desert and hit the gas. Add some corrective steering to overcome that slide and you're good to go. It's like driving your average pickup down a dirt road, only, in the Raptor, you'll be going twice as fast and you don't need that dirt road.

The triple bypass dampers absorb any bump small enough for the Raptor to actually make it over or cushion the landing off just about any jump. You'll find yourself going so fast - we bounced off the 100 MPH limiter without a thought - that when it comes time to steer around that boulder or cliff you won't realize how much you need to slow down until you're right on top of that obstacle. That's ok, because the off-road ABS programming has been tuned so perfectly that it can bring the Raptor to a rapid halt even on loose sand. It does that by allowing a controlled amount of wheel lock at low speeds to build up a berm in front of the tires, but keeps the wheels from locking at higher speeds to retain steering control.

Sadly, even with the more aggressive programming in off-road mode, the transmission will put itself in too high a gear, causing the Raptor to occasionally bog down, spoiling your tail out fun through some slow corners.

We first drove the Raptor over a month ago here in New York and walked away from the experience distinctly underwhelmed. Rather than finding the extreme race-focused off-roader we expected, the Raptor, in city traffic at least, turned out to be a better-riding, taller and more refined version of the stock F-150. The gearbox kept trying to put itself in sixth gear, no matter what the speed, and was then reluctant to kick down. That means it was slow. Really slow.

Unfortunately that gearbox didn't get better between that pre-production truck and this final-spec vehicle. Trying to get some maintenance throttle through the hairpin curves between San Diego and Borrego Springs resulted in either nothing or, with a bit more throttle, a two gear downshift and way too much acceleration. I almost had to drive it like an ‘80s turbocharged Saab, hammering the throttle before the apex to ensure that there'd be some acceleration on tap by the time the corner exit appeared.

Ford plans to add a 400 HP/400 Lb-Ft of torque 6.2-liter V8 to the Raptor lineup near the end of this year, but it's going to be equipped with the same shitty gearbox as this 5.4-liter, meaning the extra 90 HP and 10 Lb-Ft will largely be wasted. Some sort of manual override beyond the ability to select first, second or third and the ineffective overdrive off switch is desperately needed, but sadly not planned.

Of course, bitching about the lack of an appropriately tuned gearbox in a 6,000 Lbs, 78.4-inch tall truck is indicative of how satisfying the rest of the experience is. Throw the Raptor into an on-road corner and it heaves way over to the outside, but settles into that position through the rest of the corner. Nothing about its cornering ability is wayward, imprecise or challenging. In fact, its far more able than the stock F-150 and is capable of pulling .83 G on the skidpad, which is nearly as much grip as the stock 2010 Ford Mustang GT. 0-60 takes 8.2 seconds, well, if the gearbox cooperates.

The way to get around the ridiculously awful gearbox is to floor the Raptor down every straight, then slam on the 13.8-inch front, 13.-7-inch rear (same as the stock truck) brakes just before a corner. The front dives towards the ground alarmingly and the tires go "fizzzzz" in protest, but the brakes never fade. Stay on them to just before the apex to quicken the steering then slam on the throttle so that you stand some slim chance of accelerating at some point on the following straight.

Ford's PR team carefully planned a jump free route for us to avoid the liability of inadvertently jostling the pacemakers of geriatric buff book hacks, but we managed to channel our inner hoon and find a good ramp regardless. We hit the four-foot high berm at 80 MPH and caught what felt like serious air, but even that failed to overcome the natural stability and the Raptor's ability to soak up anything thrown at it. It landed perfectly and carried on as if nothing had happened. Even sliding sideways into ruts and bumps near the limited top speed failed to provoke any roll or any sign at all that we could do anything to upset the Raptor.

With the stability control off, things got a bit looser, but were still impressively controlled given the amount of sideways action taking place, while with four high locked in, the same speeds were attainable, albeit with less fun.

We'll have to wait until we try a Raptor in an unsupervised environment to definitively declare that it's impossible to flip or roll one, but on this initial trial that appears to be the case.

The Raptor's performance potential is so unique that we have to look outside the car and truck world to find any serious parallels for its ability. Off-road it performs like a faster, taller KTM race quad bike with its huge slides and go-anywhere high-speed ability. But we've never gotten a quad up to 100 MPH. On road the nearest equivalent would be a supermoto - a dirt bike converted for road use with sticky track tires - it's long travel suspension actually boosts cornering ability over the stock vehicle. But we've never ridden a supermoto this refined.

To put it plainly, the Raptor is the fastest off-road vehicle we've ever driven, yet remains a refined, capable and fun daily commuter or work truck. It's ability to travel at extremely high speeds over rough terrain is utterly unique among stock vehicles. It does all that while only asking a $2,900 premium over the F-150 FX4. In a world of cars and trucks designed only to compete with peers in specific classes and on boring things like fuel economy, trunk volume and stereo spec and in a society beset with oppressive liability concerns, the Raptor sets itself apart by doing something no one else has ever thought was a good idea, was possible within the legal framework of an automobile company or, hell, even possible at all. The 2010 Ford F-150 SVT Raptor is fucking awesome.

Mike Levine, from PickupTrucks.com, had a few minutes to chat with Mark Grueber, Ford's marketing manager for the F-150 prior to the first screening of the new film, 'Raptor – Born in Baja,' to discuss the possibility of a crew cab version of the SVT Raptor. With orders for the hopped up F-150 rising above expectations, it was inevitable that certain potential buyers would request a more utilitarian version of the 133-in. wheelbase Raptor.

Grueber says;

"We've had requests for a crew cab [Raptor]," said Grueber. "We haven't made any decisions but there's some demand for it. Not everyone is going to use [the Raptor] for aggressive off-roading. It could be something similar to the four-door [Jeep] Wrangler."

Levine asks whether a four-door, 145-in. long-wheelbase version of the Raptor make sense or would it water down the truck's intended badass image? We're curious to know what you think. [via PickupTrucks.com]

Ford shared pricing for the 2010 F-150 SVT Raptor at a driver prep meeting for the "Terrible's 250" in Primm, Nevada and PickupTrucks.com's Mike Levine, all catheterized and ready to go for the race, was there to get the news.

Additionally, the premium 6.2-liter V8 Raptor will start at $41,995, with the same option package pricing as the 5.4-liter V8. Power is estimated to be 400 HP and 400 lb-ft of torque. The 6.2-liter Raptor is expected to go on sale this winter and the 5.4-liter Raptor, rated at 320 HP, 390 lb-ft of torque, is expected to go on sale this summer. Frankly, that's an insanely cheap price for the world's first fully off-road capable stock pickup truck purpose-built for speed. Do want. [PickupTrucks.com]

Follow Levine's race updates on twitter.

Now it’s a rare insurance agency that’ll acknowledge cars are devices intended to be driven, much less pay out on a claim if you’re bold enough to venture outside your garage, so we’re impressed by the enthusiasm the Hagerty reps show for the kind of behavior which will clearly void any policies they might issue on future Raptors. We also really like the sound of a button to decrease the airbag sensitivity. A vehicle that voids insurance policies rather than warranties? We think the Raptor is our kind of truck.
[Hagerty Insurance via YouTube]

Ford Unveils the 2010 Raptor at SEMA 2008

I say appear because we only had a chance to ride in it, not drive it ourselves. However, even from the passenger seat we can tell you we've never seen a stock truck take bumps and dirt pits as well as the Raptor did today — especially while going full throttle up past 85 MPH along dirt trails we'd normally seen only well-accessorized Jeeps take at high speed.

But it's not just capable, it's also hot as hell. Ford designers took advantage of the 7-inch greater width over the stock F-150, incorporating distinctive marker lamps into the tough new grille. Hidden while turned off, those lamps switch on to make the Raptor’s imposing stance immediately recognizable. We look forward to spending some time behind the wheel, but for now, head below to see the full release from Ford or, for a more technical look at the new pickup package, hit up our friends at PickupTrucks.com.

FORD TAKES TRUCK LEADERSHIP OFF-ROAD WITH NEW F-150 SVT RAPTOR PERFORMANCE PICKUP TRUCK

• Ford’s Special Vehicle Team (SVT) taps into growing off-road enthusiast market and builds on the solid foundation of the new Ford F-150 to deliver the ultimate off-road performance truck – the 2010 Ford F-150 SVT Raptor

• Industry-first internal bypass shocks by Fox Racing Shox help provide smooth ride; lower, wider design key to desert racing and off-road performance

• The F-150 SVT Raptor launches with the proven 5.4-liter Triton V-8 with 310 horsepower and 365 lb.-ft of torque; a 6.2-liter V-8 engine will be available after launch

LAS VEGAS, Nov. 4, 2008 – Ford, the definitive leader in tough trucks, is further building on its solid foundation of the new F-150 to deliver the all-new 2010 F-150 SVT Raptor, a purpose-built, high-performance off-road truck versatile enough to take on the most challenging desert adventures as well as the everyday commute.

“Ford trucks have been a mainstay on the off-road racing scene for more that 20 years because of our long history of capability and durability,” said Derrick Kuzak, Ford’s group vice president for Global Product Development. “With the F-150 SVT Raptor, we are delivering a true off-road performance truck with the proven ‘Built Ford Tough’ capability and durability that is at the core of every F-150 and the best in performance thanks to the team at SVT.”

“Like its fighter jet and dinosaur namesakes, the F-150 SVT Raptor is tough, fast, aggressive, and built with the off-road enthusiast in mind,” he added.

Ford and off-road racing
Desert off-road racing is something Ford knows and does well, with eight championships in nine divisions in the 2007 “Best In The Desert” series and four more titles in CORR (Championship Off Road Racing). Ford has also shown its dominance at the Baja 1000 race – 12 Ford-powered vehicles have won the overall title for four-wheel vehicles, the most of any engine manufacturer.

With interest in off-road performance growing at a steady rate, the F-150 SVT Raptor was built to fulfill the desires of that highly demanding market. The high-performance off-road truck market is one that’s largely untapped, allowing the Ford F-150 SVT Raptor to set the bar for this type of vehicle.

“Most of the major manufacturers have focused on-road performance, so when we looked at what was available in off-road truck performance, it was somewhat limited,” said Mark Grueber, Ford product marketing manager for pickups and large SUVs. “This was the perfect opportunity for Ford to further differentiate the F-150 from other trucks on the market.”

Looks tough and fast
The tough, chiseled look of the new Ford F-150 has been taken to a new level with F-150 SVT Raptor. The agile, performance truck was designed to give the impression it is always on the move.

Noticeable differences between the Ford F-150 SVT Raptor and conventional F-150 include a distinctive grille that has the Ford name carved into it; front bumper, vented hood, front fascia and fenders, functional hood extractors, fender extractors with ‘SVT’ bored out, as well as visible FOX Racing Shox, the only internal bypass shocks available on a street truck.

Another key difference between the F-150 SVT Raptor and the base F-150 is it is more than seven inches wider. Ford designers took advantage of this difference and highlighted it with distinctive marker lamps. When turned off, the marker lamps are well-integrated into the F-150 SVT Raptor’s front end, as opposed to on top of the cab. When lit up, Raptor’s imposing stance is immediately recognizable.

While the exterior design of the F-150 SVT Raptor is about creating an image, the interior design is about creating the feel of the truck, and both must complement each other.

Design elements from the unique grille and front fascia have been carried through to the interior on the console and dashboard. The steering wheel is wrapped in black leather and features a molten-orange leather strip that serves as a centering sight line – which is especially useful in extreme driving maneuvers that can often cause the driver to lose perspective of the steering wheel’s center point.

Revved up and ready
The Ford F-150 SVT Raptor is powered by the F-150’s proven 5.4-liter Triton V-8 three-valve engine, which delivers 320 horsepower and 390 lb.-ft. of torque. A new open-valve fuel injection strategy improves the air/fuel charge conditions in the combustion chamber, allowing greater spark advance at higher loads and engine speeds. This delivers increased horsepower during towing and higher rpm operations, lower emissions and more efficient use of fuel.

A new 6.2-liter V-8 engine will be available after launch. The 6.2-liter engine features all-new architecture specifically designed for robustness in a truck application.

Given reliability and longevity under harsh conditions are key to truck customers, the Ford team performed extensive testing to ensure the 6.2-liter V-8 engine would live up to the ‘Built Ford Tough’ promise. Fifty 6.2-liter V-8 engines successfully endured more than a dozen of the toughest engine tests at Ford’s dynamometer lab during development.

SVT used a specially designed, 62-mile durability loop in the desert of Borrego Springs, Calif., to replicate the conditions of the Baja 1000 race, to further test the engines’ performance.

Take off and landing
Building a high-performance off-road truck is not about the horsepower – it’s about the suspension. The F-150 SVT Raptor doesn’t disappoint, with 13.4 inches of usable travel in the rear suspension and 11.2 in the front.

“With the F-150 SVT Raptor, we changed the axle, the whole front suspension is different – new upper A arm, new lower A arm, new tie rod, new half-shaft joints,” said Jamal Hameedi, Ford SVT chief engineer. “It’s well beyond what SVT has ever done with one of our vehicles.”

Raptor’s wider track and softer suspension mean it will comparatively glide over obstacles. And when it has to be “launched,” be prepared for a soft landing. “The suspension does all the work to keep the truck’s attitude stable,” Hameedi said.

In addition to a beefed up suspension, the F-150 SVT Raptor also boasts unique internal bypass Fox Racing Shox, the only internal bypass shocks on a street truck. The position sensitive dampening internal bypass feature allows the shock to become significantly stiffer as it travels, preventing the truck from bottoming out.

By working with Fox internal bypass technology and applying the Ford engineering methodology, there haven’t been trade-offs to assure extreme off-road handling over on-road ride comfort.

“This truck is also going to be a daily driver. We brought together a lot of experts to ensure the on-road steering precision and comfort was there, too,” said Hameedi. “That’s where Ford expertise really came to the table and complemented Fox’s off-road expertise.”

A tough truck needs tough tires, and a BF Goodrich All-Terrain TA/KO 315/70-17 tire does the job.

To help improve the tire in a variety of conditions, the compound of the tread was altered. Engineers made the rubber softer for better performance on and off-road and for precise and predictable steering in a variety of conditions while the interior of the tire was modified to improve lateral firmness.

The tall sidewall on the 35-inch tire can handle rocks and irregular surfaces commonly experienced in an off-road environment. A 17-inch cast aluminum wheel is designed to absorb the impact of objects the truck could encounter in some of the most extreme environments.

Specialized Technologies
The F-150 SVT Raptor provides the complete package for off-roaders, including state-of-the-art technologies to keep it at the top of capability.

“For many years, enthusiasts have been struggling with the performance of electronic technologies in the extreme off-road environment since that was not the environment they were designed for,” Hameedi said. “What SVT has done is tailor technology to function in both an on-road and an extreme off-road environment.”

Technologies include:
• AdvanceTrac® with RSC® (Roll Stability Control™) predicts the vehicle’s path using a sensor to detect and measure oversteer and yaw by monitoring the vehicle’s speed, throttle position and steering wheel angle. When the system senses wheel slip or the loss of traction, it applies braking where needed to keep the truck tracking safely on its intended path. If a significant roll rate is detected, the system applies additional countermeasures to enhance vehicle roll resistance.

The off-road enthusiast has the option to switch to two available settings – sport mode and full off-road mode depending on their driving situation. The sport mode shuts off traction control enabling the vehicle to have more yaw movement.

Full off-road mode shuts off all electronic stability programs and the ABS system switches to a special off-road setting. Widening the threshold of sport mode, the wheels will lock more which is helpful in off-road terrain. Also in full off-road mode, the locking rear differential is allowed to stay locked at elevated speeds to mimic a spool differential found on racing trucks.
• Trailer Sway Control works in conjunction with AdvanceTrac with RSC and can determine from the yaw motion of the truck if the trailer is swaying and take measures – such as applying precise braking or reduced engine torque – to bring both vehicle and trailer under control.
• Integrated Trailer Brake Controller is factory-installed and allows direct operation of the trailer’s electronic brakes by squeezing the control module on the instrument panel with more confidence than the typical aftermarket system.
• Electronic Locking Differential uses a true mechanical connection to lock the left and right axle shafts together so both turn at the same speed with the same amount of torque. This switch-controlled feature maximizes traction capability at the wheel with grip, without having to stop the truck.
• Hill Descent Control on the F-150 SVT Raptor is Ford’s first application of the technology. Utilizing ABS, the driver can control hill descent without applying the brakes. The speed is set for the truck to descend the hill by pushing a button and allows for the driver to concentrate on driving, rather than on how to modulate the brakes on a steep decline.
• Off-Road Mode engages a third throttle map and a third shift schedule for improved off-road performance. Third throttle map alters the throttle by changing the driver demand table so it is better suited to high and low-speed off-road driving conditions. A third shift schedule is a unique strategy for the off-road environment that holds the transmission in each gear for a longer period of time, allowing better engine throttle modulation to control the vehicle.
• Auxiliary Switch Board on the center console makes aftermarket customization easier, with four prewired switches attached to the power distribution box for electrical accessories. Also located on the auxiliary switch board are two switches for improved off-road performance – Hill Descent Control and Off-Road Mode.

The F-150 SVT Raptor will be built along side the new F-150 at Ford’s Dearborn Truck Plant at the historic Rouge Center in Dearborn, Mich.

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