aftermarket cruise control ford

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Ford Transit Cruise Control Kit [Full Size] (2020-2021) Rostra - Regular or New Switch

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Fitment Information

• Ford Transit Full-Size (2020, 2021)
• 150, 250, 350

Specs & Features

The Rostra Cruise Control kit is designed to add a cruise control system to those vehicles which did not come with one from the factory.  You can set your desired speed by using the Rostra cruise control switch that is steering column mounted.  Once you set your speed, the Rostra cruise control measures engine load and vehicle speed to ensure your car stays cruising at the desired speed.  You can slow down or accelerate from your cruise by using ths switch for ease of use. The cruise controls feature set speed, tap up/tap down (1 mph per tap), coast/reduce speed, resume/accelerate, and controlled resume rate.

While most of our customers install these aftermarket kits themselves, we recommend professional install of this cruise control system.

Rostra has been manufacturing these cruise control units for years, and is an ISO9001 certified company that has proven to be one of the largest manufactures of cruise controls in the United States.

Rostra Cruise Control Features:

• 3 Year / 36,000 Mile Warranty from Rostra
• Slow down or accelerate without the pedal
• Increase comfort and reduce fatigue while driving
• Includes full color illustrated installation manual
• Built in an ISO9001 Quality Certified facility

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• Add-On Cruise Control Systems

How to Add Cruise Control to the 2022 Ford Maverick

Note: The cruise control systems listed below are designed for use with both the 2.0L EcoBoost engine and 2.5L hybrid powertrain.

The all-new 2022 Ford Maverick provides unparalleled utility in a small form factor truck that can meet the needs of almost everyone with a cost at, or near, $20,000. The XL model of this truck, though, ships without cruise control functionality. If you've decided that the XL trim level is the one for you and you don't want to invest the nearly $2,000-$4,000 premium for the XLT or Lariat model, then look no further than Rostra part numbers 250-9661 anf 250-9661-NS for adding cruise control features to your new Maverick.

Product Features

• Stylish left-hand mount control stalk
• All-electronic operation
• Discrete control module and wiring
• Set the speed at the touch of a button
• Tap-Up, 1 MPH per tap
• Tap-Down, 1 MPH per tap
• Resume previously-set speed after cancel
• Controlled resume rate
• Long-term memory *
• Voluntary speed-limiting *

* 250-9661-NS only.

Product Photos

Traditional cruise control functionality.

Click image to enlarge...

250-9661-NS

Cruise control functionality with speed-limiting and memory.

Product Installation Video

Frequently Asked Questions

Q: How long does it take to install a Rostra cruise control system on a 2022 Ford Maverick XL?

A: Experienced 12-volt installers can normally install a Rostra cruise control system on a vehicle in 2 - 3 hours followed by a road test to check functionality. If you have questions about the installation of this product on a Ford Maverick, please click here to download the installation instructions, view the complete installation video above, or use the contact form below to email us directly.

Q: What is the difference between cruise control system part number 250-9661 and 250-9661-NS?

A: Rostra's add-on cruise control part number 250-9661 allows an installer to add classic cruise control functionality to a 2022 Ford Maverick XL and includes the ability to quickly set and hold a highway driving speed, increase or decrease the vehicle's set speed by 1 MPH using the SET/COAST and RES/ACC buttons on the included control switch, and resume a previously-set driving speed after the cruise control has been cancelled. Rostra's 250-9661-NS system allows for the same functionality with the addition of being able to voluntarily limit the speed of the vehicle and store long-term speed settings in two memory locations accessible from the control switch.

Q: How does the speed-limiter setting work with the 250-9661-NS cruise control system?

A: The 250-9661-NS cruise control system allows a driver to voluntarily set a maximum driving speed using the "LIMITER" button on the control switch. To set a speed limit, the driver must first power on the system using the "ON-OFF" button and then accelerate to the maximum speed they want the truck to travel. Once traveling at the desired maximum speed, the driver simply needs to press the "LIMITER" button. The built-in LED on the included control switch will illuminate red letting them know a maximum speed is set. At this point, while the vehicle is in motion, input from the accelerator pedal by the driver is ignored once the maximum set speed has been reached. The speed-limiter can be disengaged at any point while in use and its setting is removed from the system's memory altogether when the system is powered off. Download the owner's guide included with the control switch of the 250-9661-NS system by clicking here.

Q: What is the purpose of the "MEM-1" and "MEM-2" buttons on the control switch of the 250-9661-NS system?

A: The 250-9661-NS system allows drivers to store preferred cruise control speed settings within the control module's long-term memory that can be easily accessed by pressing either the "MEM-1" or "MEM-2" buttons. An example of why this feature is useful would be a driver that navigates the same highway each day where the speed increases and decreases at regular intervals from 70 MPH to 55 MPH. The driver could store a setting of 70 MPH in the "MEM-1" location and 55 MPH in the "MEM-2" location. When they reach the area of the highway with the 70 MPH speed limit, they can simply press the "MEM-1" button and the vehicle will gently accelerate to 70 MPH and hold that speed. When they reach the section of the highway where the speed decreases to 55 MPH, they can press the "MEM-2" button letting the vehicle coast down to 55 MPH after which the cruise control system will hold that speed. At the press of the "MEM-1" button, the vehicle will once again accelerate to 70 MPH and the cruise control system will once again hold that speed. The memory settings can be reset at any point. Download the owner's guide included with the control switch of the 250-9661-NS system by clicking here.

Q: Does an add-on cruise control system, or any aftermarket accessory, immediately void my vehicle's warranty?

A: As a vehicle owner, you are allowed to install third-party products on your vehicle and remain in compliance with your OEM warranty. Consumers in the United States have protection against a warranty being invalidated due to an add-on accessory through the Magnuson–Moss Warranty Act.

Q: Does Rostra offer other add-on accessories for the Ford Maverick?

A: Rostra offers a wide range of products that allow you to easily add features that may be missing from your Maverick including rear-facing parking sensors , forward-facing parking sensors , replacement rearview mirrors with built-in LCD screens for adding up to three other cameras to the truck, seat heaters , lumbar support systems , and more. We invite you to use the Accessories tab at the top of this page to view all of our products and feel free to reach out directly if you need assistance by contacting us at this link.

Feel free to use the form below to contact us if you have any questions or concerns about adding cruise control functionality to your 2022 Ford Maverick XL or if you're interested in purchasing one of the kits detailed on this page.

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For the best in driving experience, choose a cruise control system from Rostra, the leader in 12-volt Accessories technology.

Please note, add-on cruise control for 2022 Ford Maverick applications are only sold through authorized distributors. Please contact Rostra to locate a distributor in your area for your Maverick cruise control needs.

Rostra is a leading manufacturer of automotive comfort, safety, and convenience accessories including electronic cruise control systems, vehicle speed limiters, backup camera relocation kits, LED lighting, exterior vehicle camera systems, automotive lumbar supports and seat heaters, driver alert systems, and more.

Rostra: 2351 J. Lawson Blvd. Orlando, FL, 32824

WHAT OUR CUSTOMERS SAY

" Just what I needed for my 1962 Thunderbird! Before installing this, I would get leg cramps holding the throttle constant while cruising, I swear the throttle return spring was originally a bed spring. Installed this beauty before taking my trip down RT 66 in 2015. Finally, 7500 miles in comfort! "

Jim H. - United States

250-1223 Universal Electronic Cruise Control

" This is great. It installed pretty easily. I put it on my F-350 so I can park easier since my front camera is obstructed my LED lights and a light bar. I easily installed the sensors in the air dam below the bumper. "

Schawn D. - United States

Forward-Facing Parking Sensor System

" This installed very easily. I highly recommend it for anyone who needs this feature to make their car seat more comfortable. But this does require a high level of car handy skills, as you need to significantly disassemble a car seat. "

Sam G. - United States

Universal Lumbar Support System

" I installed this in a 2018 RZR RS one. I ride in the winter and have only a windshield. I installed the seat heater and it keeps me very warm. "

Ron B. - United States

Universal Seat Heater

" Once installed, the Jeep is more noticeable as one would expect. This is a very good safety upgrade--I was surprised DRL's were not standard on Wranglers. I have had compliments from other Wrangler owners. "

Chessie T. - United States

Jeep Wrangler LED Fender DRL

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Adaptive Cruise Control: How Does It Work?

When carmakers pitched cruise control to the American public more than half a century ago, they framed it as a way to maintain a safe, consistent speed on the highway and a path to conserving fuel. Although the fuel savings were minimal, both claims were accurate.

Simple to use, all you need to do is turn on the system in your vehicle , reach your desired cruising speed, and set it. The system then assumes control of the accelerator, maintaining the set speed until the driver engages the brake. Easy peasy.

Automotive engineers tweaked around the edges of cruise control for the next 35 years. However, cruise control didn’t evolve much beyond the first system that found its way into the 1958 Chrysler Imperial.

By the early 1990s, Japanese carmakers were adding a form of forward collision warning to their cruise control, but it was still up to the driver to react and apply the brakes. Not until Mercedes-Benz developed its Distronic cruise control did cruise control with self-braking make its first public appearance. Mercedes first featured it on its 1999 S-Class.

In essence, not only did the 1999 S-Class introduce the driver-aid technology adaptive cruise control (ACC), but it also set the cornerstone of the foundation for self-driving vehicles.

Cruise control is still the more prolific of speed controls offered on today’s new cars, but adaptive cruise control has started gaining ground. More car models provide it as standard or as an available option. But, what exactly is adaptive cruise control, and how does it work? Let’s see.

What Is Adaptive Cruise Control?

Adaptive cruise control systems vary in sophistication from carmaker to carmaker and sometimes even model to model. They also vary in name. For example, Genesis calls it Smart Cruise Control, while BMW identifies it as Distance Control. However, in a nutshell, the feature holds a safe preset speed while maintaining a safe following distance from the traffic before it. ACC essentially makes commuting and road trips so much easier.

Depending on the system, here’s what else the feature can do:

• Set the distance . Most systems allow you to set the following distance within parameters like one, two, or three cars.
• Stop the vehicle in traffic . Some ACC systems will bring the car to a complete stop if the traffic before it stops. However, they won’t self-accelerate when traffic begins moving again.
• Stop and start in traffic . Some systems will bring the vehicle to a complete stop and then automatically accelerate as the flow of traffic resumes.
• Work at low speeds in city traffic . Other systems use an add-on called traffic-jam assist designed to fully function in low-speed stop-and-go traffic found on city streets or logjammed highways.
• Slow down at curves . Moreover, there are ACC systems capable of working with your vehicle’s GPS mapping to anticipate approaching curves, slowing the car going into the curve if it determines the preset speed is too high.
• Adjust to speed-limit variations . Some systems working in conjunction with traffic-sign recognition or GPS will adjust the speed according to speed-limit variations.
• Appear in head-up display . The ACC will show up in your view for vehicles equipped with head-up display.

How Does Adaptive Cruise Control Work?

Think of ACC as cruise control with a Ph.D. It can use radar, laser, binocular computer vision systems, a forward-aimed camera, or some combination of these technologies to track the traffic ahead of your vehicle. It senses when that traffic flow slows or stops, reacting to maintain the preset following distance.

As stated earlier, some systems will bring your vehicle to a complete stop to match traffic flow. Even more intelligent systems can then accelerate as the traffic flow resumes. These are called assisting, predictive, and multi-sensor systems.

Benefits and Limitations of Adaptive Cruise Control

Warming up to ACC required a long time for us. Early systems didn’t allow for presetting the maintained following distance. Consequently, a vehicle six or seven car lengths ahead of you moving into your lane became almost an airbag-deploying event. However, as ACC systems evolved and improved, we became more accustomed to them. We now look at regular cruise control as barbaric.

Reducing driver stress : No question, the number one benefit of ACC is allowing the driver to relax a bit. The system assumes the responsibility of slowing and accelerating to adjust to traffic flow. It doesn’t mean the driver gives up control, but the system assumes the workload of keeping pace with the traffic flow.

Stop and go : With more intelligent systems, ACC assumes complete control of braking and accelerating. In other words, it can bring the vehicle to a full stop and then accelerate as the flow of traffic resumes. Some systems will disengage after stopping and leaves it to the driver to push the “Resume” button or tap the accelerator to get moving again. However, more sophisticated systems will accelerate themselves from a complete stop.

Easy to use : For drivers not able (or willing) to read a car manual before setting out on the highway, you can fiddle with the ACC system and pick it up with little practice.

Not autonomous : Regardless of an ACC system’s sophistication, the driver must stay engaged. ACC can’t read the minds of vehicles around it. It only reacts to what other cars do. Anticipating the actions of other drivers remains your responsibility.

No stop and go : ACC systems that don’t offer a full stop will slow the vehicle but require the driver to bring it to a full stop when the flow of traffic stops. Even if an ACC system does bring the vehicle to a full stop, it may still require the driver to re-engage the system to get back under way.

No lane change : An ACC system itself can’t change lanes automatically to maintain the preset speed. Therefore, if you’re not paying attention as the driver, you may find your vehicle is going several miles an hour below the set speed. This is because your vehicle has gradually pulled up behind a slow-moving car, and you have steadily slowed to its pace. This is another reason you should stay engaged.

What Is the Difference Between Adaptive Cruise Control and Self-Driving?

There continues to be plenty of confusion about self-driving or autonomous systems, what they are, and how they operate. We’ll get to that next. However, the major difference between adaptive cruise control and a self-driving system is, ACC is simply a component of a driverless system. That is to say, ACC provides automatic braking and acceleration in a self-driving system that also includes steering, and sometimes automatic lane changing.

What Is the Difference Between Level 2 and Level 3 Autonomous Driving?

We won’t take you through all levels of driving automation . They begin with no automation and wrap up with full automation, including vehicles without pedals or steering wheels. See the chart above from SAE International.

What we will contrast is Level 2 and Level 3. Spoiler alert: The difference is significant.

Level 2 – To qualify as Level 2, a vehicle must have at least two driver-assistance technologies. This typically includes ACC and another technology like lane-centering assist or lane-keeping assist . With these technologies, the vehicle can steer, accelerate, and brake on its own in certain conditions. Level 2 still requires the driver’s hands on the wheel and eyes on the road. It is the current state of automation.

Level 3 – If Level 2 is partial self-driving, Level 3 is conditional full automation. A Level 3 self-driving system uses a wide spectrum of driver-assistance features and artificial intelligence (AI). These technologies collude to react to and make decisions about the vehicles’ ever-changing situations. In a Level 3 vehicle, the driver can completely surrender control of the vehicle’s operation on specific roads. The driver must be prepared to resume control in case of an emergency but otherwise doesn’t have command of the car. That is, the driver’s hands can be off the steering wheel and their attention elsewhere.

Although the state of autonomous driving today is Level 2, a few carmakers are on the precipice of Level 3. For example, Tesla’s Enhanced Autopilot , Ford’s BlueCruise , the Mercedes Drive Pilot, and General Motors’ Super Cruise bring the potential for Level 3. A few over-the-air software tweaks will turn the potential into reality. However, like a stood-up date who is all dressed up with nowhere to go, you will not find Level 3-designated highways as of yet.

What Carmakers Call Their Adaptive Cruise Control Systems

Is anyone surprised that carmakers can’t seem to agree on a single term for adaptive cruise control? How about “adaptive cruise control?” We can sort of forgive Mercedes for its Distronic cruise control. It was first, after all. However, can someone define “distronic?” Anyone, anyone? Nope because it’s a made-up word. So, why not now use adaptive cruise control? Mercedes isn’t alone. Many carmakers use unique terms for ACC. Some call it adaptive cruise control as the root and then tack something onto it.

Here’s a rundown of the terms the various carmakers use for ACC, even those that simply call it adaptive cruise control.

• Acura – Adaptive Cruise Control with Low-Speed Follow
• Alfa Romeo – Adaptive Cruise Control Plus with full stop
• Aston Martin – Adaptive Cruise Control
• Audi – Adaptive Cruise Control with Stop and Go
• Bentley – Adaptive Cruise Control
• BMW – Distance Control
• Buick – Adaptive Cruise Control
• Cadillac – Adaptive Cruise Control
• Chevrolet – Adaptive Cruise Control
• Chrysler – Adaptive Cruise Control with Stop and Go
• Dodge – Adaptive Cruise Control
• Ford – Adaptive Cruise Control with Stop-and-Go
• GMC – Adaptive Cruise Control
• Genesis – Smart Cruise Control
• Honda – Adaptive Cruise Control
• Hyundai – Smart Cruise Control with Stop and Go
• Infiniti – Intelligent Cruise Control
• Jaguar – Adaptive Cruise Control
• Jeep – Adaptive Cruise Control with Stop and Go
• Kia – Smart Cruise Control with Stop and Go
• Land Rover – Adaptive Cruise Control with Stop and Go
• Lexus – Dynamic Radar Cruise Control
• Lincoln – Adaptive Cruise Control with Stop-and-Go
• Lucid – Adaptive Cruise Control with Speed Limit Assist
• Maserati – Adaptive Cruise Control with Stop and Go
• Mazda – Mazda Radar Cruise Control with Stop and Go
• Mercedes-Benz – Distronic Plus
• Mini – Adaptive Cruise Control
• Mitsubishi – Adaptive Cruise Control
• Nissan – Intelligent Cruise Control
• Polestar – Adaptive Cruise Control
• Porsche – Adaptive Cruise Control
• Ram – Adaptive Cruise Control with Stop, Go and Hold
• Rivian – Adaptive Cruise Control
• Rolls Royce – Active Cruise Control
• Subaru – Advanced Adaptive Cruise Control
• Tesla – Traffic-Aware Cruise Control
• Toyota – Dynamic Radar Cruise Control
• Volkswagen – Adaptive Cruise Control
• Volvo – Adaptive Cruise Control

Is Adaptive Cruise Control Worth It?

We say yes. This is particularly true if you do a lot of highway driving. Moreover, the more sophisticated systems with full stop and start or a low-speed traffic-jam feature work great for city driving. Typically, ACC gets included in a trim level or some sort of optional driver-assistance package on new cars. You will rarely find it listed as a stand-alone option.

For example, the Hyundai Elantra SEL ($22,795 with destination fee) offers its Smart Cruise Control with Stop and Go in its optional Convenience Package ($1,900). It also includes forward collision warning with automatic emergency braking, Junction-Turning Detection, navigation, wireless phone charging, heated front seats, and more. We’d say that’s a bargain. On the other hand, the same ACC system is standard for the $27,395 Elantra Limited.

Can I Add Adaptive Cruise Control to My Car?

Yes, you will find aftermarket adaptive cruise control kits available. Depending on the features, they range in cost from $250 to nearly $4,000. That’s just the cost of the kits. The installation will add even more. For most involved electric-system installations, it’s best to get them done by a dealership or certified mechanic . We believe that’s the case with an ACC system. Installation cost depends on the sophistication of the system and the vehicle model.

Check out the below video from our sister site Autotrader that explains what you need to know about adaptive cruise control.

Read More Stories on Car Buying Features:

• Tesla Adds Driver Attention Monitoring to Model 3, Model Y with Remote Update
• BlueCruise: Ford’s New Hands-Free Driving System
• Hands-Free Towing Comes to 2022 GMC Sierra
• Traction Control: How It Works and When to Use It

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What does adaptive cruise control do?

Using radar, laser, a forward-pointed camera, or some combination of the three, adaptive cruise control systems in vehicles hold a preset safe speed, while maintaining a safe following distance.

Which cars have adaptive cruise control?

ACC is either standard or available on most new cars. Some carmakers call it by a different name. For example, BMW calls its system Distance Control. When offered as an option, adaptive cruise control is usually bundled with other driver-assistance technologies.

How do you turn off adaptive cruise control?

Turning off adaptive cruise control works differently on every car. Typically, you apply the brakes to stop using the function. You can also hit the “cancel” button or turn off the function entirely. Check your car manual for specific instructions.

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Adding Cruise Control To Your Ford Ranger

Disclaimer:  The Ranger Station.com, The Ranger Station.com Staff, nor the original poster are responsible for you doing this modification to your vehicle. By doing this modification and following this how-to you, the installer, take full responsibility if anything is damaged or messed up. If you have questions, feel free to PM the original poster or ask in the appropriate section of The Ranger Station.com forums.

Just get all the hardware, tools and take your time. Its simpler than what it seems!

Original Poster:  mfernandes: Matias Fernandes, Paysandu, Uruguay (South America)

Difficulty:  4 out of 10.

Time to install:   2 hours approximately

Brief Explanation:  This is a guide on how to install, from scratch, the Cruise Control on a 1996 Ranger, XLT V6 3.0 liter engine. My truck came with no cruise control from factory, but the system was totally prewired.

All the parts are original Ford or Motorcraft. I took the time and patience to get every component, screw and any hardware to make a nice, clean installation.

Tools Needed:

• 8 and 10 mm socket
• Philips and flat screwdrivers
• Steering wheel universal extraction tool.
• T-40 Torx screwdriver (to remove the steering wheel)

Parts Needed:

• Cruise Control servo
• Cruise Control servo cable (engine and year specific)
• Cruise Control servo cable plastic retainer
• New clockspring with C/C connections (part #F76A-14A664-GB)
• New Brake Master Cylinder with C/C deactivation switch (part #F67Z-2140-JA)
• Steering wheel C/C pods or buttons
• Back plastic panel on the steering wheel (with the cut-outs for the C/C pods) or simply swap the steering wheel)

PART 1- IS MY TRUCK PREWIRED?

To see if your Ranger came prewired from factory for the Cruise Control (C/C) you will have to check:

1.1- Under the hood: on front right fender, between the windshield washer reservoir tank and the cab fan; look for a large 10-pin black connector, attached to the fender and offcourse, unused. (see pic 1 below).

1.2- Under the dashboard: remove your kick panel and then she metal shield behind it. Check for a yellow plastic tube. This tube ends on 2 connectors, a brown one and a gray one. The gray is for the Air-Bag while the brown one is for the horn, ground and also, the C/C switches. You are prewired if this brown connector has 6 incoming wires. (See pic 2 below)

1.3- On the Master Brake Cylinder: check for an unused plug with 2 wires

Pic 1: Connector on the RH fender:

Pic 2: Connector under the dash: See the brown connector? It has 6 incoming wires and only 3 outgoing. This is that the truck is prewired on the steering column, as those extra wires are the wiring for the C/C switches on the steering wheel.

Now that we are sure our truck is prewired for the C/C, we can start mounting all the hardware on the truck.

PART 2: MOUNTING ON THE STEERING COLUMN:

2.1-  DISCONNECT BOTH POLES ON THE BATTERY AND WAIT FOR AT LEAST 15-20 MINUTES . We will be working with the Airbag system, so fully disconnect the battery and wait till the system gets discharged.

2.2- Remove the kick panel, metal shield underneath and the steering column trim.

2.3- Remove the bolt covers on each side of the steering wheel

2.4- Remove both 8mm nuts on each side of the steering wheel, then unplug and remove the airbag. Set it a side on a flat, non static surface facing UP.

2.5- Unplug the horn wires on the steering wheel.

2.6- Remove the steering wheel nut with an T-40 screwdriver

2.7- With the universal steering wheel extraction tool, remove the steering wheel.

2.8- Disconnect both gray and brown plugs under the steering wheel column (see pic 3).

Pic 3: original brown and gray connectors:

2.9- Disconnect the wire going to the ignition cylinder (light blue plug, see pic 4 below)

Pic 4: wire on the ignition cylinder:

2.10- Remove all the mounting clips the the yellow tube

2.11- Remove the clockspring assy. There are 2 tabs on each side, pull them and remove the clockspring with the yellow tube assy. See pic 5

Pic 5: original clockspring and yellow tube on the steering column:

2.12- Once removed, put in place the new clockspring. Attach it firmly to both tabs. Route the yellow tube underneath the column, attaching all the mounting clips and also, the light blue connector on the ignition switch

2.13- Reconnect the brown and grey plug on the steering column. See pic 6.

Pic 6: new plugs under the steering wheel column:

Before installing the new steering wheel with the C/C switches, we have to pull the yellow retainer on the clockspring. This retainer keeps the clockspring centered and in place, so:

2.14- Pull the yellow tab and try not to move the clockspring. See pic 7.

Pic 7: yellow retaining clip on new clockspring:

2.15- Reinstall the new steering wheel. There’s a mark so you cant miss align it. Put the nut in place and tighten it. See pics 8 and 9.

2.16- Connect the cruise control connector on the new clockspring. See pic 10

Pic 10: connections on the steering wheel to the new clockspring

2.17- Place and connect the airbag to the new clockspring.

2.18- Reassembly all the panels, we are done with the interior

PART 3: MOUNTING UNDER THE HOOD:

3.1- Mount the Cruise Control servo (with its metal bracket) to the RH fender. Tighten the 10mm bolt.

3.2- Route the C/C cable over the engine and route it to the accelerator cable

3.3- On the accelerator cable bracket, you will be able to see an unused spot for the C/C cable. This fit in only one direction. Firmly attach the cable to its spot and double check it wont come out. Its very straight forward you can go wrong with this.

3.4- Place the C/C cable retaining clip and place the cable in place.

3.5- The most difficult part of this installation is replacing the master brake cylinder, as you will have to refill and purge of course with new fluid.

3.6- Remove the original brake master cylinder and place the new one.

3.7- Connect the Cruise Control deactivation switch and plug the black connector, which should have been there with the truck (step 1.3)

3.8- Fill with brake fluid and purge the system

Done with the installation. In my truck I have to modify absolutely nothing and the system works like it should. Also, and as important, it deactivates perfectly, whenever I press the brakes and /or clutch.

This was one of the nicest modifications I made to my truck, worth every dollar and minute invested!!!!!!

The the original forum submission ‘ Complete OEM Cruise Control Installation ‘

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Tight Trails, Garages, and Budgets: The 2024 Ford Ranger Raptor Can Tackle Them All

T he Mojave Desert is crisscrossed with lonely two-track trails that lead to old mines, primitive camping sites, and little-known points of interest. We wandered down one such track in a 2024 Ranger Raptor in search of a memorial to the crew of a crashed YB-49—an early flying-wing precursor to the B-2 bomber—that went down in 1948. The co-pilot on that fateful day was Captain Glen Edwards, and today the nearby Edwards Air Force Base bears his name. The narrow trail we were following hugged the rough contours of the land and wound between scraggly creosote bushes as we made our way uncertainly toward ground zero. We were certain of one thing, however: This path was no place for an F-150 Raptor .

As much as we love the Ford F-150 Raptor and its undeniable off-road prowess, we've always thought that it's too damn big and wide for such trails. It is legally required to have commercial truck clearance lights, for crying out loud. Most two-track trails, on the other hand, were blazed by narrower machines—like Jeep CJs. They're not wide, in other words, and the only pruning the vegetation gets comes from the occasional passage of more Jeeps, Toyota 4Runners and, increasingly, compact off-road pickups. "Trail striping" is a common F-150 Raptor hazard, but the Ranger Raptor is rightsized to combat this existential peril to resale value.

Don't get us wrong. The Ranger Raptor is still a wide-stance off-road pickup in the Raptor mold—0.1 inch narrower than a regular F-150, at least out at the fenders. But it's built up from the new 2024 Ford Ranger , a compact truck that's just 75.5 inches wide. Sure, the Ranger Raptor is 4.3 inches broader largely because its long-travel suspension sets its tires 3.5 inches farther apart, but the junior Raptor is still 6.8 inches narrower than its big brother. That buys you a lot of maneuvering space between woody shrubs and allows a driver more freedom to choose a line on tricky trails that lack vegetation. Even if you never go off-road, the above still pays dividends in parking lots and—at nearly two feet shorter and some four inches lower—in your garage.

The Ranger Raptor gets its motivation from the same 3.0-liter twin-turbo V-6 that powers the Bronco Raptor. Because of its longer exhaust piping, the Ranger Raptor makes 405 horsepower and 430 pound-feet instead of 418 horsepower and 440 pound-feet. That's nothing to fret over, because the Ranger Raptor's 5372-pound curb weight is 392 pounds lighter than a Bronco Raptor we tested . All of this shows up clearly at the track, where the Ranger Raptor gets to 60 mph in 5.3 seconds, finishes the quarter-mile in 14.1 seconds at 97 mph, and romps from 50 to 70 mph in 3.9 seconds. The Bronco lags in all three measures. The Ranger Raptor is only a tenth slower to 60 mph than the F-150 version , but it executes the 50-to-70-mph pass a tenth quicker. In the contest that really matters, the Ranger Raptor's 5.3-second romp to 60 mph destroys the Chevrolet Colorado ZR2's 6.8-second effort , which it rightly should with 95 extra ponies.

Underneath, the Raptor's 3.5-inch front track increase comes primarily from longer forged aluminum upper and lower control arms. Its fortified steering rack is a bespoke piece instead of a carryover from the regular Ranger, with longer tie rods. Damping comes from 2.5-inch Fox Live-valve shocks with variable compression damping, and there's a front anti-roll bar. In back, the axle tube is 3.5 inches broader, fortified by trusswork, and located by four trailing links. Lateral control comes from a Watt's link instead of the usual Panhard bar, a more expensive approach that provides greater cornering stiffness and symmetrical roll behavior. The springs are coil-overs surrounding Fox shocks, but there's no rear anti-roll bar.

On the road, the Raptor delivers a settled ride that sometimes borders on supple. Cracked surfaces can get the big 33-inch BFGoodrich KO3s a-thumpin', but it's never the dominant theme. The Ranger Raptor even steers more assuredly than the regular model, on account of a sportier effort tune. It bends nicely into turns, too, but only up to a point. If you push hard, the square-shouldered off-road tires will balk. They only manage 0.69 g on the skidpad, with abundant understeer at the limit. Same is true of the brakes, which feel capable in daily use but only manage 70-mph panic stops in a woeful 218 feet when passed through the KO3 filter. It's all typical Raptor stuff that's common to its Bronco and F-150 relations, though. Drive accordingly.

The assembled parts work supremely well at speed in the desert. Once we got to the monument and paid our respects, our route back was the same way we came in. We knew what to expect and where to turn, so we hammered it. The Raptor's suspension and tires dug in, and its tidy dimensions allowed us to flick it between outstretched creosote limbs with nary a scratch. Dips, crests, and drainages we'd barely noticed on the tentative drive in felt like an off-road course at triple the speed, and the Raptor's 10 inches of front and rear suspension travel soaked it all up greedily. It's clear that the Ranger Raptor is most definitely a rightsized machine that's scaled perfectly for this environment, and it has the suspension to match.

Earlier, we'd driven it slowly on rockier trails that were more technical. This gave us a chance to sort through the various driving modes, which are accessed through a rotary knob shared with the regular Ranger, but with three extra modes: Off-Road, Baja, and Rock Crawl. Inside its perimeter there are five buttons instead of the Ranger's four. 2H, 4H, 4L (high and low range), and a central trailer tow button are here, but the Raptor alone has a 4A mode that automatically shifts into four-wheel drive in response to traction conditions.

Selecting Off-Road brings up 4H as the initial default, and Rock Crawl automatically goes for 4L. Baja starts in 4H (and switches off the stability and traction control), but you can run it in 2H or 4L. The electronically locking rear differential comes on automatically when you select Off-Road or Rock Crawl (unlocking it is a driver action), but you select it manually in Baja. Frankly, we think it should behave this way in all three modes, because locking any differential should be a conscious decision you make at need. Meanwhile, the front locker is only selectable in low range in Rock Crawl with the rear diff locked, which is fair enough.

All of these mode changes take little time, with the usual shift to neutral being the only delay going into and out of 4L. We're not crazy about the location of the diff-lock buttons, which only appear on the lower half of the touchscreen after you press the off-road status button next to the rotary knob. Between the virtual front and rear diff lock buttons you'll find the Trail Control button, which, when engaged, is an off-road cruise control that works uphill or down. You use the regular cruise control buttons to set and adjust speed in increments of 1 mph in 4H and 0.5 mph in 4L. It's not a bad system, but manual control is easy enough with the 10-speed automatic, which delivers a 61.59:1 crawl ratio in low range and first gear.

In normal truck terms, the Raptor is packed with all the interior design goodness of the new Ranger, including its dual gloveboxes, Bang & Olufsen sound system, and 12.4-inch vertical touchscreen. The Raptor seats are comfy and hold tight, and it's generally a pleasant place to while away the miles—if a bit monochromatic in the Raptor's all-black-with-red-accents theme. The five-foot bed behind the crew cab is similarly able to carry four-foot plywood and drywall panels flat on the deck, and the bed comes replete with 110- and 12-volt outlets, under-rail lighting, and numerous attachment points for various factory and aftermarket add-ons. The only thing missing is the optional bed step from the regular Ranger, which had to be omitted because the Raptor's dual exhausts run through the mounting space.

What does it cost for all of this? The starting price is $57,065. Yes, a ZR2 costs less to start, but there are several options you'd need to add to match equipment, and you'd never get as nice an interior or the extra 95 horsepower. Meanwhile, the essentially loaded Raptor offers few options. Beadlock-capable wheels ($1495) are one that our test truck didn't have, but ours did have the always dubious Raptor graphics ($750), a spray-in bedliner ($495), and the Securicode keyless entry keypad ($95) for a total of $58,405. Apart from a couple of extra-cost colors, which does not apply to our truck's Shelter Green Metallic hue, that's about it apart from the regionally appealing block heater and front license plate bracket.

In short, the Ranger Raptor is the most trail-worthy member of the Raptor family because of its rightsized dimensions. It's much more likely to be bought by off-road types who never gave the big Raptor a serious look. It's also the most affordable by a wide margin, so there's strong appeal on the budget front. And it's as quick as any other Raptor, except for the F-150's V-8-powered R model. Anyone want to buy a slightly used 4Runner?

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Geographic coordinates of Elektrostal, Moscow Oblast, Russia

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Coordinates of Elektrostal in decimal degrees

Coordinates of elektrostal in degrees and decimal minutes, utm coordinates of elektrostal, geographic coordinate systems.

WGS 84 coordinate reference system is the latest revision of the World Geodetic System, which is used in mapping and navigation, including GPS satellite navigation system (the Global Positioning System).

Geographic coordinates (latitude and longitude) define a position on the Earth’s surface. Coordinates are angular units. The canonical form of latitude and longitude representation uses degrees (°), minutes (′), and seconds (″). GPS systems widely use coordinates in degrees and decimal minutes, or in decimal degrees.

Latitude varies from −90° to 90°. The latitude of the Equator is 0°; the latitude of the South Pole is −90°; the latitude of the North Pole is 90°. Positive latitude values correspond to the geographic locations north of the Equator (abbrev. N). Negative latitude values correspond to the geographic locations south of the Equator (abbrev. S).

Longitude is counted from the prime meridian ( IERS Reference Meridian for WGS 84) and varies from −180° to 180°. Positive longitude values correspond to the geographic locations east of the prime meridian (abbrev. E). Negative longitude values correspond to the geographic locations west of the prime meridian (abbrev. W).

UTM or Universal Transverse Mercator coordinate system divides the Earth’s surface into 60 longitudinal zones. The coordinates of a location within each zone are defined as a planar coordinate pair related to the intersection of the equator and the zone’s central meridian, and measured in meters.

Elevation above sea level is a measure of a geographic location’s height. We are using the global digital elevation model GTOPO30 .

Elektrostal , Moscow Oblast, Russia

Elektrostal

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