Hasta La Ideas

Test driving a class of purpose-designed automobiles for law enforcement

When we visited Ford back in September 2011 for an exclusive preview of their new “Police Interceptors“, we felt the story wasn’t complete without getting behind the wheel, which we finally had the opportunity to do. The Sedan and the first pursuit-rated Utility available represent a thoughtful and considered approach to designing cars specifically for law enforcement use. We sat down at Ford’s headquarters in Dearborn, MI with Lisa Teed, the Marketing Manager for the Police Interceptor line, and Mike Interian, the line’s Vehicle Integration Engineer. We learned about the difficulty of designing a purpose-built machine to service one of the most specialized jobs on the market.

At first glance the Interceptor models bear a striking resemblance to the standard Ford Taurus and Explorer consumer market automobiles. Initially, we were really disappointed, having imagined a design similar to one you’d more likely find in a science fiction movie—but therein lies the amazing design story of these cars. They build off of existing car platforms, which cuts development and maintenance costs. Their design is functional rather than superficial, and nearly every component of the cars other than what you see right away is tuned and suited to the very different uses that these look-alikes perform. From their radiators and engines to their stiffer bodies, steel wheels and enormous breaks, not to mention the column shifter, equipment plates, special fabrics and wide door openings, nothing has escaped the team’s (and their customers’) considerations. Ford isn’t new to the law enforcement space—its Crown Victoria Police Interceptor is a law enforcement standby that continues to dominate the market, but is being discontinued to make room for the Interceptors.

“Ford has been making police vehicles for 60 years,” says Teed. “We usually took our products and then we morphed them to fit the needs of police. That was until the Crown Vic—and keep in mind the Crown Vic is on a 19-year-old platform. Our mission said the next generation must be equal to or better than the Crown Victoria Police Interceptor. Well, that’s easy from a platform perspective—you can find a better platform. It’s got to be safer. It’s got to be equal in durability—now that’s the hard one.”

“Police don’t treat the vehicle all that nice, honestly,” Teed continues. “This is a vehicle that lives 24/7. One person gets off the shift and the other person comes on. The vehicle just takes a beating all day long. That’s why the Crown Victoria has this great reputation. So we have to build vehicles that have the same durability in the life of police use. From a design perspective, the vehicles aren’t about aesthetics, they’re about function. But from an engineering perspective, it’s all about good design because you’ve got to make this thing survive.”

From custom interior fabrics for easy cleaning to skid plates on the undercarriage, Ford went to great lengths to ensure the durability of the new models. Door hinges are reinforced to double the lifespan of the components, a necessary measure on a car that is constantly exited and entered. The 18-inch wheels are bigger than those found on civilian models, and are built to meet the needs of the extra-large calipers and brake pads—both of which translate to jaw-dropping braking capabilities. Match that with an optional 3.5L EcoBoost V6 engine souped up with two turbochargers and a high-pressure direct-injection system, and you have a 365 horsepower vehicle that can jump to high speeds and slow to a crawl at the drop of a hat.

Due to the difference between civilian and police driving techniques, all of the driving dynamics like suspension and turning sensitivity have been tweaked to provide optimum performance. If you imagine that driving a police car is fun, you are right. I was able to drive both the Crown Victoria and the new Interceptors on identical courses, and the differences were instantly noticeable. The Crown Vic has the brazen power and handling that’s a bit of a throwback. The Interceptors leverage AWD and every modern engineering tool to create a vehicle that handles and performs better, safer and more easily. I’m not going to lie, however—throwing a Vic around a corner is a helluva good time.

Most surprising, perhaps, was the way the Utility Interceptor drove, which didn’t feel anything like its street version. It gripped and turned more like a car than an SUV, and its braking was particularly impressive. The cars also feature 20% better fuel economy than the competition, and considering how much it costs municipalities to keep fleets gassed up that really matters.

Another important element to consider was distraction while driving, which inhibits decision-making. “We tried to make it as easy to drive quickly as possible,” says Interian. “A lot of the new technologies help us with that. The all-wheel drive, the stability controls—we tuned the suspension to that kind of driving.”

While the interior looks much like that of an explorer or Taurus, subtle details are peppered throughout. “We took a lot of design effort in the seats,” said Teed. “We took down the bolsters to the point where there was hardly any foam left so that the butt of the gun would fit. The seat has “anti-intrusion” plates—there’s a nice big steel plate that runs through the back of the seat. Then you put a partition in there, which is generally common in most patrol vehicles, and all of a sudden it becomes a cell, a safety cell.” Ford also pushed back the rear seats and widened the door, creating safer and easier entry and more legroom for all.

Ford worked with a team of officers from start to finish, making sure that every detail was purpose-designed for the line of duty. In some cases that included doing less with technology—fleets can either be ordered with standard keys that work in all models or individual fobs that are car-specific. While Ford included their iPod and USB-enabled info-center, the real innovation came in allowing “after-market” technologies to work in the automobile. They inserted unassigned control buttons on the wheel that can be wired to sirens and other police-specific electronics. Ford realized that older models are often rigged to accommodate police needs, so the new Interceptors are designed to be easily customized.

One of the unique quirks of law enforcement fleets is that electronics often outlast the automobiles. With Ford’s malleable models, police forces can outfit the new cars with existing technology utilizing the customizable features. The trunk of the Sedan features interior lights and a custom-mounted gear box for installing technologies out of the way. On the Utility, a wide berth and mounting options make it easy for officers to include their own after-market storage.

In terms of safety, crumple zones have been specified to divert impact away from the cabin, a feature that is enhanced by (optional) ballistic door panels. Airbags are intelligent, and can distinguish the difference between the impact of a bullet round and that of a collision. Steel has been used throughout the car for its ability to diffuse heat. This, combined with the larger radiator and and auxiliary transmission oil cooler, help to counteract overheating from long running times.

The Interceptor Series, building off of a long history of police-specific automobiles, is a great example of how purpose-built design can turn standard-issue sedans and SUVs into a versatile tools of law enforcement.

All photos by Josh Rubin and Evan Orensten

Our latest video takes a look at the craftsmanship behind one of the world’s leading luxury auto makers

During a recent trip to England we were invited to tour Bentley’s factory in Crewe and had the chance to get a behind-the-scenes look at how these luxury powerhouses are put together from start to finish. The hands-on plant offered a wildly different experience than other car manufacturing processes we have seen and, by relying on a level of manual precision machines can’t always replicate, provided a fascinating example of the merge of technology and craftsmanship in creating truly luxurious custom automobiles.

A day-long course with a private instructor behind the wheel of one of the world’s most beautiful cars

Though I’ve had the opportunity to test drive several Aston Martins over the last few years, I always left feeling unsatisfied. I wanted to go to fast, to push the car its limits. An occasional burst of speed passing a car on a city highway or suburban lane felt like a tease with concerns of traffic, speed limits and safety always trumping the thrill. That desire was met head on when Aston Martin invited us to spend a day at their Performance Driving Course, a day-long, one-on-one tutorial taught by one of their experienced performance driving instructors in your Aston Martin of choice. Best of all, while owning an Aston is a stretch for most of us, a day on the track is a fantasy that’s both educational and a lot more accessible.

The Course is currently offered in the U.S. at Ford’s 3,800-plus acre Michigan Proving Ground and in the U.K. at Millbrook Proving Ground, one of the largest facilities in Europe. Accompanied by CH editor-in-chief Josh Rubin, we arrived in Michigan first thing in the morning where we were met by our instructors Kevin Markham and Sal Gusmano.

Though Josh and I both consider ourselves fairly accomplished drivers, it’s humbling to spend a day with professional drivers who have over 50 combined years of test and performance driving under their belts. 
After an introduction to the PDC, going over the plan for the day and signing some waivers, we were eagerly escorted to our requested rides for the course, a 2011 V12 Vantage coupe with a six-speed manual transmission and a 2011 four-door Rapide sedan. Starting in the passenger seat of our respective cars while Kevin and Sal took the wheel, we headed out to our first stop.

Our instructors explained the goal of each of the six tracks as they drove the first lap of all six, giving detailed advice as they pointed out the details of the track and the car that would be put to test. The first lesson was to get a feel for the cars (we both drove both throughout the day) by accelerating as quickly as possible down the 2.5-mile straightaway, safely coming to a stop, turning around and doing it again. This in itself was about the most fun I’ve had in a long time. After a few laps, the instructors introduced an “emergency stop.” Once we were cruising at 100 mph, they called out “STOP!” and we slammed on the brakes, holding the pedal down as hard as possible to come to an incredibly quick and controlled stop.

Once we had a first-hand understanding of the term “assometer” (a word coined by Kevin meaning “your interaction with the car, the way you sit in it”), we were instructed to change lanes as we braked, simulating a real-life emergency braking and avoidance situation. The cars performed admirably (as did we) and with that experience under our belts, we headed to the Lommel track, modeled after a section of Belgian highway with rolling hills and sharp turns.

Lommel gave us the opportunity to test our skills and the car in a more common road setting. Kevin and Sal provided a better understanding of how to take turns properly—when to use the brakes and when to accelerate. Basically, this meant braking in a straight line before the turn, looking as far outside the turn as we could, and accelerating as we eased out of it. Each lap saw an increase in our skill and speed. Both Josh and I felt we took away valuable information that applies to day-to-day driving as well as track driving.

Next we headed off to the traction control (aka skid) pad, a wet track where we got to experience driving the cars with their multiple modes (On, Off or Track). Assometer ratings on high, this is the part of the day when you make funny faces and say “Wow! Awesome; let’s do that again!” over and over again as you spin the car into oversteer. It’s also the equally important moment when you understand the engineering involved in the cars and how to leverage it—whether you want the car controlled and tamed, loosened up, or completely left to your skill to master.

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After lunch, we headed out to the Gleneagles Cincinnati track, once again modeled after existing roads (this time in Scotland and Cincinnati). Longer and with the addition of a few straightaways between the turns, here we started to put the pieces together, using the skills we’d learned throughout the day. You realize that as much fun as you’re having, you’re also building up a set of skills, as well as a better understanding of the physics involved in driving. Next stop was the hills course where we put the cars through steep climbs, descents and nice wide turns. Kevin and Sal took us to the top of one of the hill tracks, among the highest points in that part of Michigan—perfect for taking in the beautiful countryside, the impressive facility and for the requisite Facebook shots of us posing with the cars.

Last stop of this thrill-seeking day was the five mile high-speed oval track, where we had the thrill of driving the cars to their maximum speeds. A gentleman’s agreement prevents us from mentioning any specific numbers, but let’s just say it was fast, really fast. It’s the kind of speed that you want, but never have the opportunity to achieve, every time you get behind the wheel of one of these beautiful machines. This is a good time to mention that we were on a closed racetrack, following all safety precautions with professional drivers in the car with us. The instructors will evaluate your skills, the weather and track conditions and take all of that into consideration when planning your day and determining how fast you can drive. Safety is always the first priority. One fun thing we learned is that by going 96 miles per hour around the track, gravity basically holds the car on course through the turns; you can lift your hands off the wheel and the stays perfectly in the lane.

Our full day of driving behind us, we headed back to the Aston Martin lounge, debriefed on the day and the guys answered our remaining questions. We shook hands with Rick and Sal and left with a whole new appreciation for physics, the cars, their skills as drivers and instructors, and grins from ear to ear.

Aston Martin Driving Experiences offer several different programs starting around $1,000; each of which offers what promises to be one of your best days ever. You can drive in the snow, on a race track, through the countryside or spend an entire day learning the ins-and-outs of performance driving like we did. Schools are located in the U.K., Australia, the U.S., and at Germany’s famous Nürburgring track. Aston owners are invited to bring their own cars; the rest of us get to use one provided at all of the courses, which you can specify when you make your reservation (they are always the current model year). The PDC is $2,500 in the U.S. and £1,164 in the U.K. They are very accommodating of sharing that time, so it’s possible to go with a friend and each chip in half, though the total driving time is still the same. Prices include a light breakfast, lunch, refreshments and the time of your life, but not travel. Drivers must have a valid license and be over 25—though if you’re the kind of person who gets an Aston for your 16th birthday you can probably work something out.

Engineering smallness: our video on the latest micro-subcompact to hit the U.S.

Our latest video takes a closer look at Scion’s new U.S. model, the iQ. We had the chance to check out this tiny car when the brand invited us to Manhattan Beach, CA, finding that when it comes to size and price, it’s a nearly a head-to-head rival with another recent micro car to hit the States, the Fiat 500. Having taken that car for a spin too, the big difference is the experience of the interiors. Watch the video to learn how Scion’s engineers made a small car feel roomier than meets the eye.