What Ford is doing differently at the 2026 Dakar

You hear it earlier than you see it – that’s the motto of the Ford Raptor T1+ on the 2026 Dakar Rally. On the coronary heart of the prototype lies a 5.0-litre Coyote Darkhorse V8 engine, that includes 32 valves, a bore of 93 millimetres and a stroke of 92.7 millimetres.

By utilizing a naturally aspirated engine, Ford is following a distinct powertrain philosophy than its speedy opponents. The Dacia Sandrider makes use of a 3.0‑litre V6 engine with two turbochargers, and the Toyota Hilux is powered by a 3.4‑litre V6 – additionally with two turbos.

“After we began designing the automobile, the rules had been nonetheless a bit totally different,” explains Joan Navarro, chief engineer at M‑Sport, in an interview with Motorsport.com. “This engine was initially meant for use with an air restrictor.

“At Dakar 2024, you had been nonetheless allowed to compete with a naturally aspirated engine and restrictor. However after Dakar, after we started testing, the principles modified, that means we needed to set up a torque sensor like everybody else.

“So, we needed to adapt, for the reason that automobile was already completed and we didn’t have time to utterly redesign it. However as soon as we noticed the outcomes and did loads of testing, we discovered that it truly labored rather well.”

With the torque sensor, the FIA displays a prescribed torque curve, successfully equalising efficiency throughout automobiles. The highest pace of all T1+ automobiles is restricted to 170 km/h. Beneath these parameters, the naturally aspirated V8 engine has no drawback in comparison with the smaller turbo engines.

Among the many frontrunners, Ford was the one producer to obtain minor time penalties for barely exceeding the torque curve. The one different case concerned the personal Toyota of Michal Goczal.

“On the engine facet, there are not any main variations,” says Navarro, who sees the sphere as nicely balanced. “Throttle response is sweet. I’m unsure whether or not it’s higher or worse than the others, nevertheless it’s good.

“One other vital issue is simplicity and reliability. That’s the largest benefit of this engine. You don’t have an intercooler or a turbo, you generate much less warmth, cockpit temperatures are decrease, and all the things is easier.

“The engine is extra sturdy than a turbo, and since reliability is extraordinarily vital at Dakar, that was the principle motive.”

Cooling and aerodynamics, which guarantee optimum airflow by way of the automobile, are among the many most complicated facets of a Dakar automobile.

Cooling as a serious problem

Computational Fluid Dynamics (CFD) evaluation is the principle methodology used to check and optimise cooling for various working circumstances, together with various ambient temperatures.

“Aerodynamic drag and downforce aren’t that vital to us as a result of we solely attain 170 km/h at most, and more often than not we’re going 60 or 80,” Navarro explains. “So we’re truly sluggish. At 60 km/h, drag is hardly a problem as a result of it’s so low.

“However cooling at these speeds can be very restricted, so that you want an excellent system since not a lot air flows by way of the automobile. The ducts and all the things must be positioned extraordinarily nicely. That’s the place we put in numerous work.”

The dunes, specifically, are an enormous problem. Speeds are low, but to maneuver ahead within the sand, the driving force should keep on the throttle. The engine runs at excessive revs, and temperatures improve dramatically.

“Common pace within the dunes is about 40 km/h, and also you’re at full throttle, since you want rather more energy within the sand. That’s the worst‑case situation: low pace and excessive vitality demand. The system design actually needs to be spot‑on.”

No gasoline problem regardless of 5 litres of displacement

The utmost gasoline capability for a T1+ automobile per stage is 500 litres. You would possibly count on a 5‑litre V8 with out compelled induction to be excessively thirsty, however that’s not the case with the Ford Raptor.

“In case you ran this engine with none limits, I believe it might produce round 500 horsepower,” Navarro says. However that theoretical determine isn’t doable in follow because of the mandated torque curve.

“Whenever you prohibit the ability, the gasoline consumption isn’t that top. It might be if it ran unrestricted. However at this low output – round 268 or 270 kilowatts, so beneath 400 horsepower – the engine isn’t working arduous and doesn’t use a lot gasoline.”

The diminished energy output can be why the Raptor has just one exhaust as an alternative of 1 per cylinder financial institution.

“If the engine had been unrestricted, it could make sense to have two. However with the present energy restrict, we run a single one as a result of it’s easier,” Navarro explains.

#226 Ford M-Sport Ford: Mattias Ekstrom, Emil Bergkvist

Photograph by: Crimson Bull Content material Pool

Why Ford makes use of Fox dampers

M‑Sport develops and builds the whole Raptor at Dovenby Corridor within the UK. The engine and gearbox are additionally assembled in these historic amenities. However Ford is taking its personal path not solely in engine alternative but in addition in suspension.

Whereas most opponents use Reiger dampers, Ford employs merchandise from Fox. At first, the workforce wasn’t certain whether or not this may be the fitting choice, however early testing proved it to be a sensible transfer.

“We all know Fox has a very robust background within the US,” Navarro notes, pointing to Baja racing in California. “We simply weren’t certain how they’d carry out by way of traction, cornering, and rally‑model dealing with, since Dakar is a mixture of each.

“So, we did numerous testing and finally noticed that they labored rather well. We selected them as a result of they really carry out higher. We’re actually proud of them. There are two shocks per wheel, every working utterly independently.”

Concentrate on weight discount

Ford enters the Dakar Rally for the second time as a manufacturing unit workforce in 2026. On its debut in 2025, the workforce received two levels, and Mattias Ekstrom completed third total. Over the previous twelve months, the automobile has undergone quite a few element adjustments beneath the bodywork.

On one hand, the workforce labored carefully with Fox on suspension improvement; on the opposite, it centered on lowering total weight to get nearer to the two,010‑kilogram minimal requirement.

“Whenever you construct a primary‑technology automobile – and this is applicable to each producer – it at all times finally ends up heavier than anticipated. You lose efficiency due to that,” Navarro explains, mentioning the easy motive: “You play it protected.

“Within the first yr, you don’t need to danger breaking down; you simply need to accumulate mileage. So that you over‑engineer all the things, make components a bit stronger than vital. Our primary precedence this time was weight discount.

“Precedence two was fixing all the issues we had – part failures, harm, upkeep points, and so forth. And the third subject was engine efficiency.

“As I stated, we constructed the unique automobile for a restrictor setup, so we needed to adapt and spend many hours ensuring the electronics labored correctly. These had been the three primary areas.

“Then there have been numerous smaller ones, just like the dampers – we made an enormous step ahead with the suspension and several other different small enhancements.”

The up to date model of the Raptor is internally referred to as “Evo.” A complete of seven automobiles from Ford are competing in Saudi Arabia, three greater than within the first yr.

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– The Motorsport.com Group