1938 Datsun 17T Truck The Datsun truck line began with the of April 1934, and was later used as the basis of the. A series of small trucks based on their passenger car counterparts, the, and, continued to be built until early 1944. This was followed by the near identical post-war Datsun 1121 (1946) and 2124 (1947–1949). In 1949 the 3135 took over, followed by next year's Datsun 4146.
In 1951 the 5147 appeared, which was succeeded two years later by the 6147. Aside from a bigger and more modern engine (with 25 PS or 18 kW), the Datsun 6147 was nearly identical to the prewar type 15 truck. This was built until the 1955 introduction of the all new 120-series truck.
1955 Datsun 120 truck The Datsun 120 was a load carrying bodystyle version of the sedan (110 series), and was introduced in January 1955 as the latest Datsun truck with up-to-date styling. Delivery van, panel van (120 only), and double cab versions were available.
Until 1959 it used the 25 hp, 860 cc engine with a four-speed floor shift (column shift for the 123 and later versions) manual transmission. It was joined with a larger commercially focused vehicle called the. During its six years in production six main models were built: 120 (Jan. 1955), 122 (Dec. 1955 to May 1956) and 123 (Jun. For reasons unknown, Nissan skipped the 121 designation. After the introduction of the re-engined 220-series truck, a modernized low-cost option, the Datsun 124 was introduced in October 1957.
It continued to use the same bodywork and engine as the 123, although with less chrome trim. This was then followed by the re-engined Datsun 125 in 1959 and finally by the Datsun 126 in 1960. While the 124 was still powered by the, the 125 and 126 received an improved version of this engine called the B-1, rated at 27 PS. Datsun 220. Datsun U220 In November 1957 the type 220 was introduced. Largely unchanged in appearance from the 120-series, which continued to be built as a cheaper version, it was produced from 1957 to 1961. During this time four models were produced: 220 (1957–1958), 221 (1958–1959), 222 (1960), and 223 (1961).
The chassis was based on the 210 series sedans. Two engines were available: the 37 hp, and the 48 hp.
The E engine was originally only used in models sold on the export market. The 223 was powered by a new engine, the, rated at 60 hp. The 220 was the first Datsun truck to be equipped with a 12 volt electrical system. Double cab and delivery van versions were available. Side badges were 'Datsun 1000' or 'Datsun 1200'.
The 223 also had a round '60 HP' badge. There was also a round badge on the dashboard that said 'Datsun 1000' or 'Datsun 1200', depending on the engine. The 223 had a revised chassis and suspension system. The front I-beam suspension used on the 220, 221 and 222 was replaced with an independent front suspension with torsion bars.
A long bed version was introduced with the 222. As a low cost option, a lightly changed model of the sidevalve-engined predecessor was introduced in October 1957 (the Datsun 124), followed by the Datsun 125 in 1959 and finally the Datsun 126 in 1960. The 125 and 126 were powered by the B-1, an improved version of the D10 with 27 hp. In 1958 the Datsun 220 was exhibited at the, with American exports beginning soon after. It was the 220 series that established Datsun in the American market.
2-door. 2-door double cab pickup. 3-door van/panel van Related Powertrain 1.2 L In August 1961 the new 320 series was released. It was produced until 1965 in three series (320–322). The 320 series was largely inherited from the earlier 120/220, although with clear improvements to body and frame. This engine produced 60 PS. Nissan updated the larger commercially focused in 1962.
All Datsun trucks kept the A-arm torsion bar front suspension with leaf-sprung rear ends and had a 1/2 ton load capacity. Rear end gearing was a low 4.875:1 along with a four-speed transmission; as a result, the 320 was not freeway friendly above 60 mph. Fender emblems showed 'Datsun 1200' and '60 HP' ('55ps' for models sold in Japan) with a 'Datsun' emblem on the front nose of the hood. Available bodystyles include a single cab 'truck' (320), a longer single cab truck (G320), a double cab 'pickup' with flush sides (U320), and a three-door 'light-van' (V320). Though described (and taxed) as a van in the Japanese market, the V320 is essentially a two-door station wagon.
The 320 came in two cab and bed versions: Regular, and as the NL320 'Sports Pick-Up' (1963–65) variation which is a rarer (around 1,000 produced) version with the cab and bed of a one-piece design. Its back half is greatly different than that of the standard, separate bed 320 pick-up. 2,530 mm (99.6 in). 2,770 mm (109.1 in) (G520/521) The Datsun 520 was built from 1965 until May, 1968 (the 420 designation was skipped). It used the new 1.3 litre, 67 hp. In 1965 and 1966 the 520 had two single headlights. For 1967, the 520 was slightly redesigned and had twin headlights.
This design was carried on until the end of 520 production. Single cab (520, and L520 for left-hand drive version), LWB Single cab (G520), Double cab (U520) and delivery van (V520) versions were available.
'G' was used to identify the long wheelbase versions. The fender emblems said 'Datsun 1300'. A grille emblem was added in 1966 and simply said 'D'. In late 1967 a slightly altered model appeared, now with a slightly changed chrome grille with a distinct frame. In 1967, Nissan added the, which was exclusive to locations, which closely shared the dimensions, engine displacement and load carrying duties of the 520 series truck. The 521 was the facelifted version of 520, with a so-called 'flat-deck' style. This meant a flattened bonnet and front fenders as well as a new grille design.
It used the (the previously mentioned J13 or the larger J15, rated at 77 hp) and later had a 95 PS (70 kW) enginealways with a straight rear axle. The 520 strongly resembles a Datsun 410/411 from the front, since it shares most sheet metal with that car. The fender emblems said 'Datsun 1300', 'Datsun 1500' or 'Datsun 1600' (depending on engine fitment).
Van/delivery van (V521) and double cab (U521) versions were available. It was manufactured from June, 1968–1972, preceded by the 520 and followed by the 620. The 521 was the first compact half-ton pickup sold in the American market, in 1968. In 1968, larger load carrying duties were now shared with the, a truck sharing a chassis with the third generation. 2,545 mm (100.2 in). 2,785 mm (109.6 in) (G/GN620) In February 1972, the Datsun 620 truck was released and was in production until 1979. It was a regular cab truck (a longer 'King Cab' (Nissan's trademark for their extended cab trucks) version was released in 1977) and two wheelbases were offered, for a total of six different models.
There was also a delivery van version, offered only in Japan. Naturally there were bare chassis models, and many importers installed locally made flat decks. There was also the U620, which is a crew cab 'Utility' version. It uses a shorter, fully integrated bed to allow comfortably seating four people.
The U620 was essentially a 620 pickup from the doors forward, with the bed and rear end being the only difference. Nissan continued the strong rhythms and styling of its previous vehicles, with a shoulder 'wing line' or 'Bullet Side' accent running alongside the vehicle.
In most of the world the 620 was equipped with the, producing 77 hp (57 kW) and a claimed top speed of 135 km/h (84 mph). A 2.2 liter diesel engine with 66 hp (49 kW) was later made available in many markets. The 620 was also the first Datsun pickup truck to be available with a longer 'King Cab' passenger compartment (called 'Custom' in Japan). This used the bed from the normal 620 truck, but has a cabin stretched by 24 cm (10 in), all placed on the longer wheelbase. The 620 was redesigned slightly for 1978, with changes to grille and front bumper. The suspension was also revised, increasing track at both ends by 30 mm (1.2 in).
This also marked a name change in South Africa, where it had been sold simply as the Datsun one-ton pick-up, to 'Datsun 680'. A four-door crew cab variant was also offered in some markets. North America In North America, the 620 continued to use the. The 1972 and 1973 models were powered by the (96 hp), the 1974 model used the (100 hp), and the 1975 through 1979 models used the (110 hp SAE Gross). ) SAE Net rating was 97 hp (72 kW). This was a '50-state car', with an for pollution control which sufficed to meet without a. The 620 was available with two wheelbases and also as the extended King Cab model from 1977.
In Canada the 620 was marketed as the 'Sportruck', while American buyers knew it as 'The Little Hustler'. In North America it was generally treated as a regular car, with 40% of buyers stating that they never used the truck for 'work'. The standard transmissions were the F4W63 four-speed (1972 and 1973) and F4W71 four-speed (1974 to 1979).
In 1977, the optional FS5W71B five-speed became available. The three-speed automatic became available as an option in mid-1972. This was the first series to offer an as an option (all model series before the 620 only had manual transmissions). Final drive gearing was 4.375:1. Side badges read 'DATSUN 1600' or simply 'DATSUN'. The grille badge was two colored stripes (one red and one blue) behind the word 'DATSUN'.
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The 620 was known for its durability and weather resistance despite its small size, along with engines known for their reliability. As a result, the 620 was competing with the larger American pickup trucks, which in turn gave Datsun a strong reputation in the United States. A number of innovations were introduced with the 620: first long-bed (1975), first extended-cab (1977), front disc brakes (1978), and electronic ignition (1978). 4-speed manual (up to 1983 USA). 5-speed manual. 3-speed automatic America In 1980, Nissan introduced the Datsun 720 as successor to the 620. In the US, the 720 came in regular cab and 'King Cab' models, with regular and long bed options with standard (GL), deluxe (DX), and 'Sport Truck' (ST) trim packages, all of which had two doors.
In addition, from 1984 to 1986 a covered utility body style like that of the first generation was available as an aftermarket conversion by a company called Matrix3 called the Bushmaster. The Datsun 720 was available in both and configurations, the latter having a divorced transfer case. The long wheelbase 2WD trucks (King Cab, short bed, and regular cab, long bed) had a two-piece driveshaft with a center support bearing.
The 720 was assembled in the newly built Smyrna, Tennessee plant from the 1983.5 model year until 1986. However, Nissan of Mexico continued to build the pickup until 1991, 1992 being its last official model year. They were exported to the whole of Latin America. Trim options Lil' Hustler This was a continuation of the lil' Hustler line from the 620 generation. It was a bare bone truck that featured a shorter bed when compared to the regular cab. 1982 was its last year.
MPG Unlike the GL, the MPG model of the Nissan 720 was a stripped down version of the truck to improve fuel economy. Unlike the others it had only a driver side mirror, single walled bed, vinyl bench seat, and other bare bone accommodations. What really set this model apart was its drive train. It featured the 2.0L Z20 motor that was fed by a carburetor. Its compression ratio was at a high 9.4 to 1, and produced 95 hp and 112 lb-ft of torque. It was able to do this because it featured a knock sensor that would advance the timing by about 10 degrees to prevent the engine from knocking.
This resulted in excellent fuel economy but at the cost of emissions. For that reason this truck was not sold in the California market. GL The standard (GL) single cab Datsun 720 came with a front bench seat made of single color non-patterned cloth and leather in blue, black, or tan to match the interior trim color of the vehicle. It had optional factory air-conditioning and contained a simple gauge cluster with speedometer, fuel, and water temperature gauges (with blank faces in place of the tachometer and clock), as well as sliding glass rear window.
A radio and cruise control were options installed by the dealership. These vehicles came in long bed, short bed, or cab-and-chassis styles with the later having a 'heavy duty' option of dual rear wheels.
DX The 2WD deluxe model came with front bench seats of varying patterns to match the door trim and interior in blue, black or tan. 4WD models had two bucket-style seats, and incorporated a center console with voltmeter and oil pressure gauges. Both drivetrain options had single and King-Cab variants.
These models came with factory air conditioning, an AM-FM radio of two different types, a tachometer and/or a clock in the gauge cluster, an option of either rear sliding windows or single-pane window with defroster, as well as optional cruise control. Beds both long and short were available. In addition, there were roll-bar and bumper-brush guard options for the 4WD variant that were installed by the dealership with mounting points for off-road and fog lights. Switches for these were placed in the center console below (1980 to pre-1983.5) and above (Post 1983.5 to 1986) the voltmeter and oil pressure gauges. XE The 2WD Luxury model came only in king cab variants and featured several standard and unique features. For the exterior, it came with a two tone paint job, chrome bumpers, mirrors and grille.
It also had Nissan brand hexagonal hubcaps, whitewall tires, and sun roof. For the interior, this top of the line model came with full carpeting, bucket seats, tachometer, quartz clock, intermittent wipers, center console, and woodgrain accents on the dash and door. Like the other trucks, it was powered by the Z24 and offered both a 5-speed manual or 3-speed automatic. ST The 2WD and 4WD sport truck package came with factory air-conditioning as well as the clock and tachometer in the cluster as standard with exclusive gradient-patterned bucket seats for both drivetrains (with the 4WD versions offering the center console and gauges of the DX model, and the 2WD having center console storage in place of the transfer case lever), as well as King-Cab variants. It had similar radio, back-glass, cruise control, and roll-bar/brush guard options as the DX trim.
The sport truck package also was the only package with standard power windows and locks (all other packages only received manual locks and windows), as well as a tilting sunroof. ST stickers were placed on the end of the rear quarter panels.
Ironically, the ST package had no performance modifications, however in the 1986 model year it had an optional Z24i single-port fuel injected engine. Bushmaster From 1984 to 1986 a covered utility body style was available in the US called the Bushmaster. The Bushmaster was an aftermarket/dealer conversion done by the Matrix3 company. It was created from a King-Cab 4WD 720, welding the cab and bed of the truck together along with a custom bed topper which increased the height of the whole vehicle. The interior was completely carpeted, and incorporated a rear folding bench seat similar to the first generation.
This option is exceedingly rare, and is considered a predecessor to the. Facelifts Early Models The 1980 to 1983 models were called the 'Datsun 720'.
160by2 application free download for pc. They had single wall beds with outside rolled lips and rope ties, two faux hood vents (some had real vents), and tail lights on the lower rear valance (similar to the 620). These vehicles were badged with a small Datsun logo on the driver's side of the grill, a raised plastic Datsun badge on the front fenders, a large Datsun embossed on the rear tailgate, as well as Datsun stickers on the bottom left of the tailgate, and model designation on the right. The owner's manual and service manuals retained the Datsun name. Late Models In 1983, the front end underwent transformation with a larger grille, bumper, and corner lights.
There was also a revised dashboard with round instead of square gauges. At the same time, the regular cab was lengthened slightly and the air extractor vents behind the cab doors changed from the high 'flag' look to long, narrow ones that matched the height of the window opening. The cabs of the King Cab versions were unchanged.
For a limited period, 1984 models built in the US had the single wall beds with rope ties, yet used tail lights on the rear bed corners with amber turn signals over the red stop/tail lights while the backup lights remained under the tailgate. These 'in-between' models were a combination of Datsun and Nissan badging, with Nissan replacing Datsun in similar fashion to the earlier models, but incorporated a 'Datsun by Nissan' plastic trim piece on the front fenders, and 'Datsun by Nissan' stickers on the tailgate. The late model trucks produced from 1983.5 to 1986 used double wall, smooth sided beds, with revised tail lights on the corners which resembled those on.
The badging was exclusively Nissan (going along with Nissan's rebranding and conversion of 1,100 Datsun dealerships to Nissan dealerships), with the name officially being 'Nissan 720', which is found in the owner's manual, service manual, and literature from the period. Outside North America A four-door crew cab version of the 720 was sold outside North America with the same trim options. In addition, some overseas models continued with the early style beds in the later model years as well as round headlamps, and included various combinations of Datsun and Nissan badging while retaining the Datsun name throughout all model years.
Engine and Drivetrain. Nissan 720 2-door (US) In 1980, models were powered by Datsun's 2.0L engine, but soon after switched to the line for 1981.
' was the terminology Nissan used to describe their pollution control technology as a result of emission regulation laws having been enacted in Japan, starting in 1975. In the Middle East, it was powered by Datsun's 1.8 L engine. The 1981–1982 models used the carbureted 2.2 L engine and an optional diesel of the same displacement. In mid-1983, Nissan introduced the 2.4 liter twin spark four-cylinder engine, producing 103 hp (77 kW)2.3 L OHV diesel four, and the diesel. 1980 Datsun 720 2-door 'King Cab' (US) The diesel engines were sourced from the division, which Nissan Motors acquired in 1960.
In the American market, the diesel engine was only available in the 2WD 720 (from 1982 to 1985), while overseas markets had a 4WD diesel option. The Z24 was upgraded to Z24i single-point fuel-injection for some 1986 ST models.
The rest of the world had versions with the smaller 1.5 L, 1.6 L J16 or 1.8 L carbureted engines. The 720 Series was never available with any of the Z22E or Z20E multi-port fuel injected engines. The United Kingdom only received the longer wheelbase, as a standard bed 1-tonner with the L18 engine or as the four-wheel drive 2.2 litre King Cab with 96 hp (72 kW).
Australia only received the SD25, and the and naturally the United States received the Wheelbase 2,575 (SWD) / 2,815 (LWD) Width 1,610 (RWD) / 1,685 (4WD). 62.4 in (1,585 mm). 62 in (1,574.8 mm). 66.7 in (1,694 mm). 67.1 in (1,704 mm) 3,602 lb (1,634 kg) Chronology Predecessor Datsun Truck Successor The D21 generation was the successor to the Datsun 720, sold as the Nissan Datsun Truck in Japan. The name was used in some markets such as Australia.
Body Vision Weight Bench 620
In North America, the company used the name 'Datsun' from model years 1980 to 1983 then renamed itself 'Nissan Datsun' in 1984 and then 'Nissan' beginning with the 1985 model year line of trucks and cars alike. Nonetheless, the Nissan pickups continued to be marketed in the Japanese home market as the 'Nissan Datsun'.
The D21 series were unofficially called Nissan Hardbody in the United States. 'Hardbody' refers to the truck's double-wall bed and overall styling. The Hardbody was produced for the US market from November 1985 until 1997, and were direct competition to the. The move from the 720 to the D21 Nissan series body style changed in January 1986 for the 1986½ model year so the new D21 and later Hardbody can easily be distinguished from the earlier 720 body style by its two large headlights rather than four smaller lights and a less boxy, more aggressive appearance. The was derived from the Hardbody Truck and started in the same model year with chassis code WD21. 1989 Nissan Navara (D21) 4-door utility (Australia) In the US, the Hardbody cab styles were 'Standard' and 'King' (also known as 'Extended').
Bed lengths were 'standard' 6-foot (2 m) and 'long' seven foot. International markets also received the 'Crew Cab' (4-door) version with a short four and a half foot bed.
And engines were available. A 2.4-litre four-cylinder engine was used until 1989 and produced 106 hp. In 1989, this was replaced by the of similar displacement: a SOHC engine of respectable performance. In the 90-97 models, the truck's engine featured a new three-valve-per-cylinder head producing 134 hp (100 kW) (The 1990 variant receiving the exact same engine configuration as the 240SX of the same year). The six-cylinder 3.0-litre (early years) or (later years) engine increased power and torque only modestly and was unavailable in the US starting with the 1996 model year because Nissan was unable to meet the requirements of the new OBD-II emissions law in time. Five-speed, including overdrive, were the most common, but an was an available option.
Both rear-wheel-drive (4x2) and four-wheel-drive (4x4) versions were made in quantity. A limited slip differential was standard on the top 'SE' trim 4WD variants. Major options included air conditioning, larger wheels/tires, sliding rear window, stereo, and rear bumper.
There were several trims available including base, XE, and top of the line SE. The XE could be ordered with a 'value package' starting in 1994 which included air conditioning, power mirrors, alloy wheels, and chrome on body trim such as the mirrors and bumpers.
The SE was better equipped and could be ordered with the 'sport power package' with sunroof, power windows, locks, and mirrors, air conditioning and special 'Robot' alloy wheels. In 1992, Nissan had a crossover year in which the 1993 model year (mid-1992 to mid-1993 calendar year) had the dashboard of the 1986½–1992 model years with a slightly refreshed body appearance as well as some small interior changes and a revised instrument panel. In a first for the auto industrythis model used the new R134A air conditioning refrigerant. In 1993, the last major refresh would last through 1997. Changes were a new ergonomic dashboard and much improved interior for 1994. 1995 was the first model year to comply with the new US Department of Transportation 'high mount brake light' regulation requiring all trucks to have a brake light in the center of the rear at the top of the cab, though a temporary light was added to the 1994 models. In late 1995, a driver's side airbag was added as well as compliance with the new.
Rear wheel came with both 2WD and models beginning in 1990. Versions sold in other countries came with a host of more economical engines, ranging from 1.6-litre gasoline fours up to a 2.7-litre diesel four-cylinder, including and diesel engines.
Nissan Hardbody Truck (Mexico) These Hardbody small pickup trucks sold very well worldwideand are still often seen both on-road and off-road. The V6 engine had a that requires replacement every 60K miles. In the US, beginning in 1997, the new 'D22' was official named, 'Frontier' and used a new DOHC 2.4 4cyl borrowed from the. A newly modified ' V6 was available in 1998 and ending production in the US in 2004.
The new V6 had new, larger, 10 mm exhaust manifold studs in an attempt to decrease the risk of premature exhaust manifold stud failure, but still had limited success. The D21 design was still available new in some Latin American countries, made in Mexico until the 2008 model year. In its current home country a range of four basic variations of the D21 are sold together as the Nissan Camiones (literally 'Nissan Trucks'). Nissan Mexicana ended production of the Camiones on March 15, 2008 after 15 years of production in the plant.
Body Vision Weight Bench Manual
The Nissan D21 is still being sold in Venezuela as of 2014. Bent, Alan.
Earlydatsun.com:The Complete Guide to Classic Datsun Cars and Trucks. Retrieved 2017-11-18. Bent, Alan. Earlydatsun.com:The Complete Guide to Classic Datsun Cars and Trucks.
Retrieved 2012-06-27. ^ Bent, Alan. Earlydatsun.com:The Complete Guide to Classic Datsun Cars and Trucks. Retrieved 2012-06-27. Bent, Alan.
Earlydatsun.com:The Complete Guide to Classic Datsun Cars and Trucks. Retrieved 2012-06-27. ^ New Datsun Pickup 1500 (brochure), Japan: Nissan Motor Co, 1972, p. 2, L61E. Datsun One Ton Utility (brochure), New Zealand: Nissan Motor Distributors (NZ), 1975, p. 4.
'自動車ガイドブック 1978/1979' Japanese Motor Vehicles Guide Book 1978/1979 (in Japanese). 1978-10-10: 218. Wright, Cedric, ed. (September 1978). 'Datsun Nissan South Africa uprates its 1978 LCV range'. CAR (South Africa).
Vol. 22 no. 8. Ramsay, Son & Parker (Pty) ltd. Datsun saves again in '75 (National Sales Training), 1974, p. 22.
Datsun: La voiture maximum Datsun: the maximum vehicle (catalog) (in French), Nissan Automobile Company (Canada) Ltd., 1975-08-30, p. 15, 9. 100M EP., p. 23.
Matrix 3 Flyer, Nissan brochure 1983. Nissan Commercial Vehicle Range 1984 (brochure), Worthing, UK: Nissan UK Limited, July 1984, pp. 5–6, S24.25m.F923.7.84. ^ (in Thai). Retrieved 2011-06-02. official Website of Zhengzhou-Nissan.
^ Datsun: ニューパワーNA20、NA16新型ガソリンエンジンシリーズ搭載 (Catalog) Datsun: New Power with new NA20/NA16 gasoline engine series (in Japanese), Nissan, March 1990, p. 15, C1171-0033AGK.
Not to be confused with. Ford C-Max Overview Manufacturer Production 2003–present Body and chassis 5-door Chronology Predecessor (hybrid models only) The Ford C-Max (stylized as Ford C-MAX and previously called the Ford Focus C-Max) is a produced by the since 2003. The Ford Grand C-Max has a larger. Ford introduced the C-Max in the United States as its first line of vehicles, which includes the C-Max Hybrid, released in September 2012, and the C-Max Energi, launched in October 2012. Although the C-Max was initially available only in Europe, the first generation was partially available in New Zealand. With the introduction of the new and, the C-Max is now the mid-sized in Ford's lineup, above the. First generation (2003–2010) First generation Overview Also called Ford Focus C-Max (2003–2007) Production 2003–2010 2004–2010 AssemblyDaniel Paulin Body and chassis 5-door Powertrain 1.6 L, 1.8, 2.0 1.6 L, 1.8 L, 2.0 L 4-speed 5-speed 6-speed 6-speed Dimensions 2,640 mm (103.9 in) Length 4,371 mm (172.1 in) Width 1,825 mm (71.9 in) Height 1,588 mm (62.5 in) 1,372–1,527 kg (3,025–3,366 lb) C-Max Mk I was the first product to use the, also used by the and the compact MPV.
Its internal code name is C214. It seats five passengers and has a large amount of cargo space, which can be increased by folding the rear seats flat. Some models feature diagonally sliding outer rear seats. It also shares the control blade independent rear suspension from the Focus.
Engines and transmissions The available are the same as the Focus. 1.6 L was the basic engine for C-Max, 1.6 L Ti-VCT Duratec was also available. Ford C-Max Hybrid on display at the entrance to Ford's plant The front-wheel drive hybrid has a 2-liter four-cylinder engine mated to an electric motor and a 1.4 for total power output of 188 hp (140 kW). The top speed in of 62 mph (100 km/h) and the car's top speed in hybrid mode is 115 mph (185 km/h). The hybrid has a maximum cargo volume of 52.6 cu ft (1,490 L) with rear seats folded flat, and 24.5 cu ft (690 L) in the cargo area behind the rear seats, providing more room than the regular Prius liftback, but less cargo room than the, which provides 67.3 cu ft (1,910 L) with the rear seats folded.
The Hybrid is offered in two trims: The SE features cloth seating surfaces, system with A/M-F/M stereo with single-disc CD/MP3 player, and input jacks, six speakers, a multi-informational gauge cluster and color display screen, keyless entry, alloy wheels, and split-folding rear bench seat, plus a security alarm. The SEL adds leather seating surfaces, with AM/FM stereo with single-disc CD/MP3 player and and input jacks, a premium system, power dual front seats, keyless access, push-button start system, and other luxury features. For the 2017 model year, the SEL trim level on both the C-Max Hybrid and Energi will be renamed to the Titanium trim level and also all the 2017 Ford C-Max Hybrids and plug-in Energis are expected to receive a new facelift with restyled headlights and taillights.
The Energi Plug-In Hybrid is only available in SEL trim. But for the 2017 model year the C-Max Energi will also be available on the SE trim level.
EPA ratings Ford's design aimed for the C-Max Hybrid to deliver better than the. Ford had reduced its estimated fuel economy twice, once in 2013 and again in 2014, with the second revision placing fuel economy below the Prius V. The (EPA) initially rated the hybrid model at 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) with the same rating for combined/city/highway cycles. These ratings allowed the C-Max Hybrid to improve the fuel economy of the Toyota Prius v by 3 mpg -US on the city cycle, by 7 mpg -US on the highway cycle and by 5 mpg -US combined. However, after criticism and lawsuits about worse-than-expected real-world fuel economy, in August 2013 Ford voluntarily lowered the EPA ratings and issued customer rebates.
The revised fuel economy ratings were reduced to 45 mpg ‑US (5.2 L/100 km; 54 mpg ‑imp) for city driving, 43 mpg ‑US (5.5 L/100 km; 52 mpg ‑imp) for combined and 40 mpg ‑US (5.9 L/100 km; 48 mpg ‑imp) for highway. The revised rating for the updated 2013 C-Max Hybrid is still better than the 42 mpg ‑US (5.6 L/100 km; 50 mpg ‑imp) combined rating for the Toyota Prius v.
A second downward revision was made during June 2014. Ford also announced in July 2013 that it would boost the on-road fuel efficiency of its three 2013 model year hybrids through changes in the cars' vehicle control software in an effort to improve customer satisfaction. The upgrade will be offered free of charge to existing owners of these hybrids. This section needs to be updated. Please update this article to reflect recent events or newly available information. Last update: The section is missing the fuel economy downgrade that took place in June 2014 (June 2014) In December 2012, reported that and Green Car Reports have found that the 2013 Ford C-Max Hybrid and, which share the same powertrain, do not deliver their triple 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) EPA ratings in real-world use.
After running both vehicles through Consumer Reports real-world tests, the magazine found that C-Max hybrid achieved a combined fuel economy average of 37 mpg ‑US (6.4 L/100 km; 44 mpg ‑imp), with 35 mpg ‑US (6.7 L/100 km; 42 mpg ‑imp) and 38 mpg ‑US (6.2 L/100 km; 46 mpg ‑imp) for city and highway. Green Car Reports found that the C-Max delivered 37 mpg ‑US (6.4 L/100 km; 44 mpg ‑imp) over 50 mi (80 km) of mixed freeway and urban driving, and 40 mpg ‑US (5.9 L/100 km; 48 mpg ‑imp) over 240 mi (390 km) mostly at freeway speeds. Consumer Reports concluded that the overall fuel economy for the C-Max Hybrid is off by 10 mpg, representing a deviation of about 20%.
The consumer magazine said that their overall fuel economy results are usually close to the EPA's combined-mpg estimate, and among current models tested, more than 80% fall within 2 mpg margin. The largest discrepancy the magazine has previously found was 7 and 6 mpg for the and the, respectively. Ford responded in a statement, saying that, ' Early C-MAX Hybrid and Fusion Hybrid customers praise the vehicles and report a range of fuel economy figures, including some reports above 47 mpg. This reinforces the fact that driving styles, driving conditions, and other factors can cause mileage to vary.' A few days later the Environmental Protection Agency(EPA) said it will review claims that two new Ford hybrid vehicles are not delivering the advertised 47 mpg. Linc Wehrly, Director of Light-duty Vehicle Center Compliance Division at EPA's National Vehicle and Fuel Emissions Laboratory in commented that hybrids have far more variability in miles per gallon than a conventional vehicle. All vehicles are run through the same EPA fuel-efficiency test but the test is not administered by the EPA, instead the automakers conduct the test and EPA often conducts reviews.
Most vehicles' real-world gas mileage is less than the EPA sticker number, and can often be 20% less than the sticker number depending on speed, temperature and other factors. The EPA explained that with hybrids the gap is much wider, as high as a 30% drop. The problem lies with EPA's rules that allow automakers to group similar vehicles together and apply the same ratings and Ford did exactly that with the Fusion hybrid and C-Max hybrids.
Ford Motor Co. Officials said the real-world fuel-efficiency in the C-Max Hybrid depends on driving style and other outside factors, and the company does not expect the car's fuel efficiency numbers to change, as they followed EPA's test guidelines. A Ford spokesman also said they are working closely with the EPA to determine if any changes are needed for the industry relative to hybrid vehicle testing. The carmaker explained that several factors can affect hybrid fuel economy more than regular gasoline engines, and among the differences highlighted were speed, as the difference between 75 mph and 65 mph can produce a 7 mpg difference in fuel economy; outside temperature, the difference between 40 °F and 70 °F can result in a 5 mpg difference; and vehicle break-in, the difference from 0 miles to 6,000 miles can be a 5 mpg difference. Due to the criticism and lawsuits, in July 2013 Ford announced that it would boost the on-road fuel efficiency of the C-Max and the other two 2013 hybrids through changes in the vehicle control software in an effort to improve customer satisfaction. In August 2013, the carmaker voluntarily reduced the official EPA ratings in August 2013.
Ford also announced it will issue rebates to some 32,000 C-Max owners who will be notified by mail. The payment will be US$550 to U.S.
Customers who purchased a C-Max and US$325 to customers who have leased the hybrid car. After the Ford announcement, the EPA stated that it will update the test procedures used to assign fuel economy ratings to cars ' to ensure that the requirements keep pace with industry trends and innovations in advanced high-efficiency vehicles.' Ford used the Fusion Hybrid test to generate the fuel economy label for the C-Max Hybrid following EPA's rules. These, which date to the 1970s, specify that automakers can use the same fuel economy numbers for similar-size vehicles equipped with the same engines and transmissions. The EPA requires automakers to test the fuel economy of the biggest-selling model in a specific category. In its midsize hybrid class, Ford tested the Fusion sedan version because it was the top seller, and Ford was allowed to apply the 47 mpg ‑US (5.0 L/100 km; 56 mpg ‑imp) achieved with the Fusion Hybrid in combined, city and highway driving to the C-Max hybrid. Ford has no plans to change the fuel economy ratings on the 2013 Fusion hybrid.
Plug-in hybrid Ford C-Max Energi Overview Manufacturer Production 2012–November 2017 2013–2018 Assembly United States: Body and chassis 5-door Related Powertrain 7.6 20 mi (32 km) The C-Max Energi starts at US$27,995 including the destination fee. According to its battery size, the plug-in car qualifies for a of US$4,007, and it is eligible for, such as 's US$1,500 rebate. Specifications The C-Max Energi was designed with total 188 hp (140 kW) in hybrid mode delivered by a 2.0-liter four-cylinder gasoline engine plus an electric motor powered by a 7.6 pack, which is smaller and lighter than used in previous Ford generation hybrids. The electric drivetrain can produce a peak power of 68 kW, limited by the size of the electric motor and the power delivery capability of the battery pack, and delivers a total system power of 195 hp (150 kW) in mode (EV mode). The C-Max Energi is capable of reaching a top electric-only speed of 85 mph (137 km/h), exceeding the by more than 20 mph (32 km/h). The top speed in hybrid mode is 115 mph (185 km/h). The C-Max Energi uses a system capable of capturing and reusing more than 95% of the braking energy normally lost during the braking process.
The charging time for the C-Max Energi is 7 hours with a 120 volt charger, and 2.5 hours with a 240 volt charger. The charge port has a LED light ring like the and is located on the driver’s side and near the front of the car. The light ring illuminates to indicate charge status. The battery is covered by an eight years or 100,000 mi (160,000 km) component warranty.
Ford equipped the C-Max Energi with a button mounted in the center stack that enables drivers to choose an electric-only driving mode, and allows the driver to switch vehicle operation between three modes: electric-only driving without gasoline engine power ('EV Now' setting); normal hybrid mode where the powertrain blends electric and gasoline engine power as appropriate ('EV Auto' setting); or a battery-saving mode that reserves the battery power for later use ('EV Later' setting). Like the, the C-Max Energi comes with a SmartGauge with EcoGuide that provides in-vehicle customizable displays, including instantaneous fuel economy readings and coaching functions to help drivers understand and optimize their fuel efficiency. The plug-in hybrid also features ECO Cruise which saves energy by relaxing acceleration compared to standard. EPA ratings. Ford C-Max Energi badge.
Ford designed the C-Max Energi plug-in hybrid to deliver better (MPG-e) in than the. Initially, the EPA rated the Energi combined city/highway fuel economy in at 100 MPG-e (2.4 L/100 km).
Later, due to complaints from owners not achieving the sticker fuel economy, and following a technical review, the official EPA rating in EV mode was downgraded to 88 MPG-e (2.7 L/100 km). In a similar way, initially the EPA rating in was 43 mpg ‑US (5.5 L/100 km; 52 mpg ‑imp), but it was later downgraded to 38 mpg ‑US (6.2 L/100 km; 46 mpg ‑imp).
EPA's rating for combined EV/hybrid operation is 51 MPG-e (4.6 L gasoline equivalent/100 km), which allows the C-Max Energi to rank in sixth place, together with the Fusion Energi, among the top ten EPA-Rated Fuel Sippers since 1984. The C-Max Energi has an of 20 mi (32 km), for a total EPA certified range of 550 mi (890 km), which in 2012 surpassed both the (380 mi (610 km)), and the Prius Plug-in Hybrid (540 mi (870 km)).
Ford C-Max Solar Energi concept exhibited at the 2014 Ford released the C-Max Energi in the U.S. Market by mid October 2012, and during that month 144 units were delivered to U.S. Retail customers, and ended with 2,374 units delivered in 2012. The C-Max Energi ranked as the fifth top selling plug-in electric car in the U.S.
During 2013, and climbed to number fourth in 2014. Over 35,700 units have been sold in North America and Europe through December 2016, with 33,509 units delivered in the U.S. Through December 2016, 967 units in Canada through December 2016, and 1,229 in the Netherlands in 2015. C-Max Solar Energi concept Ford Motor Company announced the C-MAX Solar Energi concept, a -powered vehicle to run electrically without depending on the electric grid for fuel. The C-MAX Solar Energi Concept was unveiled at the 2014 International CES in Las Vegas.
This is a collaborative project of Ford, and the. Recognition. The C-Max Energi was awarded the 2012 by the at the 2012.
Both the Ford C-Max hybrid and the Energi plug-in hybrid were among the five finalists for the 2013 awarded by the at the 2012. In Europe, the C-Max is designed with lower VOC and allergens, along with several other Ford vehicles. Production For the North American market, the C-Max Hybrid is assembled alongside the 2012 Focus and at in Michigan. The C-Max Energi is also assembled in Michigan. Since 2015 all European versions are built in the Saarlouis Body & Assembly, Germany.
See also. References. Archived from on 2011-05-25. Retrieved 2010-10-05.
January 25, 2007, at the. Retrieved 2009-07-18. Paukert, Chris (2009-09-03). Retrieved 2010-10-05. Abuelsamid, Sam (2009-09-15).
Auto blog.com. Retrieved 2010-10-05. Korzeniewski, Jeremy (2011-06-09). Retrieved 2011-06-09. Job (2012-10-12). Retrieved 2012-10-13.
^ HybridCars.com and Baum & Associates (2012-10-04). Retrieved 2012-11-02. See September 2012 Hybrid Car Sales Numbers. Jim Motavalli (2012-11-02). Retrieved 2012-11-03. Retrieved 2011-06-18.
^ Suzanne Kane (2012-07-05). Retrieved 2012-07-21. Retrieved 2017-04-06. ^ Ford Media (2012-08-07).
Retrieved 2012-08-07. ^ Ford Motor Co. Retrieved 2012-10-13. Ford Motor Co. Retrieved 2012-10-13. Retrieved 2011-12-17. ^ Nick Bunkley, Bradford Wernle and Gabe Nelson (2013-08-15).
Retrieved 2013-08-16. Sebastian Blanco (2013-08-15). Autoblog Green. Retrieved 2013-08-16. See Press Release. ^ John Voelcker (2013-07-17). Green Car Reports.
Retrieved 2013-08-16. Jeff Cobb (2012-11-02). Retrieved 2012-11-02. Ford Media (2012-11-02). Retrieved 2012-11-02. ^ Jeff Cobb (2013-01-08). HybridCars.com and Baum & Associates.
Retrieved 2013-02-09. See the section: December 2012 Plug-in Electric Car Sales Numbers. ^ Jeff Cobb (2014-01-06). HybridCars.com and Baum & Associates. Retrieved 2014-01-07.
Trudell, Craig. Retrieved 28 February 2014.
^ Jeff Cobb (2015-01-06). HybridCars.com and Baum & Associates. Retrieved 2015-08-08. See section 'December 2014 Plug-in Hybrid Car Sales Numbers'. ^ Cobb, Jeff (2016-01-06). HybridCars.com and Baum & Associates. Retrieved 2016-03-20.
See section 'December 2015 Plug-in Hybrid Car Sales Numbers'. Jake Holmes (2012-12-04). Retrieved 2012-12-24. ^ Consumer Reports (2012-12-06). Retrieved 2012-12-24.
^ John Voelcker (2012-11-20). Green Car Reports. Retrieved 2012-12-24.
^ Jerry Hirsch (2012-12-06). Retrieved 2012-12-24. ^ David Shepardson and Karl Henkel (2012-12-08). Retrieved 2012-12-24. Woodyard, Chris. Retrieved 28 February 2014.
KARL HENKEL (2012-12-14). Retrieved 2012-12-24. Retrieved 2012-12-24. Bill Vlasic (2013-08-15). Retrieved 2013-08-17.
^ and (2014-10-03). Retrieved 2014-10-06. Retrieved 2017-04-06. Sebastian Blanco (2012-07-25). Autoblog Green. Retrieved 2012-07-24.
^ Philippe Crowe (2012-10-11). Retrieved 2012-10-11. Ford media (press release) (2012-07-20). Retrieved 2012-07-21. Ford Motor Company (2012-11-08). Archived from on 2012-11-11. Retrieved 2012-12-02.
EPA ratings in MPG-e for combine, city and highway cycles. Sebastian Blanco.
Autoblog Greendate=2012-10-11. Retrieved 2012-10-11. See details in Press Release. and (2014-10-10). Retrieved 2014-10-11. Excludes all-electric vehicles. Click on the tab 'EPA Rated - All Years.
The 2013-2014 Fusion/C-Max Energi has a combined electric/hybrid fuel economy of 51 MPG-e, 55 MPG-e in city and 46 MPG-e in highway. Jim Motavalli (2012-10-11). Retrieved 2012-10-17. HybridCars.com and Baum & Associates (2012-11-04).
Retrieved 2012-11-04. Cobb, Jeff (2017-01-05). HybridCars.com and Baum & Associates.
Retrieved 2017-02-20. Klippenstein, Matthew. Green Car Reports 7date=February 2016. Retrieved 2017-02-21.
Tesla Model S sales figures from IHS data. Jose, Pontes (2016-01-07). Retrieved 2016-03-20. 2 January 2014.
Retrieved 2 January 2014. LeBeau, Philip (2014-01-02). Retrieved 2014-01-02. Sebastian Blkanco (2012-01-26). Autoblog Green.
Retrieved 2012-01-26. Sebastian Blanco (2012-11-29). Retrieved 2012-11-29. Ford article on Green vehicles.
Retrieved 2011-01-28. External links Wikimedia Commons has media related to. Wikimedia Commons has media related to., December 2013.
CARFAX 1-Owner, ONLY 28,817 Miles! $3,500 below NADA Retail!
Nav System, TRAILERING EQUIPMENT, AUDIO SYSTEM, 8' DIAGONAL COLOR TOUCH SCREEN NAVIGATION WITH INTELLILINK, AM/FM/SIRIUSXM, SLE VALUE PACKAGE, UNIVERSAL HOME REMOTE CLICK NOW! KEY FEATURES INCLUDE Back-Up Camera, CD Player, Onboard Communications System, Aluminum Wheels Privacy Glass, Keyless Entry, Steering Wheel Controls, Electronic Stability Control, Heated Mirrors. Audio system, 8' Diagonal Color Touch Screen with IntelliLink, AM/FM/SiriusXM with USB ports, auxiliary jack, SD card slot, Bluetooth streaming audio for music and most phones, hands-free Smartphone integration, Pandora Internet radio and voice-activated technology for radio and phone. SiriusXM Satellite Radio is standard on nearly all 2015 GM models. Enjoy a 3-month All Access trial subscription with over 150 channels including commercial-free music, plus sports, news and entertainment.
Plus you can listen to SiriusXM Internet Radio everywhere on your computer, smartphone or tablet. Welcome to the world of SiriusXM. (IMPORTANT: The SiriusXM Satellite Radio trial package is not provided on vehicles that are ordered for Fleet Daily Rental ('FDR') use. If you decide to continue listening after your trial, the subscription plan you choose will automatically renew and you will be charged according to your chosen payment method at then-current rates.
Fees and taxes apply. To cancel you must call us at 1-866-635-2349. See our Customer Agreement for complete terms at www.siriusxm.com. All fees and programming subject to change.). 6-speaker audio system. Single-slot CD/MP3 player. Bluetooth for phone personal cell phone connectivity to vehicle audio system.
Steering wheel audio controls. Seats, front 40/20/40 split-bench 3-passenger. Includes driver and front passenger recline with outboard head restraints and center fold-down armrest with storage. Includes manually adjustable driver lumbar, lockable storage compartment in seat cushion, and storage pockets.
(Not available with (GAT) All-Terrain Package.). OnStar with 4G LTE provides a built-in Wi-Fi hotspot to connect to the internet at 4G LTE speeds (Visit www.onstar.com for vehicle availability, details and system limitations. Services and connectivity may vary by model and conditions.
4G LTE service available in select markets. 4G LTE performance based on industry averages and vehicle systems design.
Engine, 4.3L EcoTec3 V6 with Active Fuel Management Direct Injection and Variable Valve Timing, includes aluminum block construction with FlexFuel capability, capable of running on unleaded or up to 85% ethanol (285 hp 212 kW @ 5300 rpm, 305 lb-ft of torque 413 Nm @ 3900 rpm). Transmission, 6-speed automatic, electronically controlled with overdrive and tow/haul mode. Includes Cruise Grade Braking and Powertrain Grade Braking. Rear axle, 3.23 ratio (Standard and only available on (LV3) 4.3L EcoTec3 V6 engine with 2WD models.). Body, Pick Up Box. GVWR, 6900 lbs.
StabiliTrak, stability control system with Proactive Roll Avoidance and traction control, includes electronic trailer sway control and hill start assist. Daytime Running Lamps with automatic exterior lamp control. Air bags, dual-stage frontal and side-impact, driver and front passenger and head-curtain and seat-mounted side-impact, front and rear outboard seating positions with Passenger Sensing System (Always use safety belts and child restraints. Children are safer when properly secured in a rear seat in the appropriate child restraint. See the Owner's Manual for more information.).
Rear Vision Camera with dynamic guide lines. Tire Pressure Monitoring System (does not apply to spare tire). DEFOGGER, REAR-WINDOW ELECTRIC (Included with (PCV) SLE Fleet Convenience Package, (PCY) SLE Fleet Preferred Package, (PDU) SLE Value Package, (PDA) Texas SLE Value Package or (PEC) Carbon-22 Edition.) (C49). REAR AXLE, 3.42 RATIO (Standard on 4WD V6 models. Available with (L83) 5.3L EcoTec3 V8 engine.) (GU6). THEFT-DETERRENT SYSTEM, UNAUTHORIZED ENTRY (Included and only available with (BTV) remote vehicle starter.) (UTJ). TRANSMISSION, 6-SPEED AUTOMATIC, ELECTRONICALLY CONTROLLED with overdrive and tow/haul mode.
Includes Cruise Grade Braking and Powertrain Grade Braking (STD) (MYC). POWER OUTLET, 110-VOLT AC (Included with (PCY) SLE Fleet Preferred Package, (PDU) SLE Value Package, (PDA) Texas SLE Value Package or (PEC) Carbon-22 Edition.) (KI4). SEATS, FRONT 40/20/40 SPLIT-BENCH 3-passenger. Includes driver and front passenger recline with outboard head restraints and center fold-down armrest with storage.
Includes manually adjustable driver lumbar, lockable storage compartment in seat cushion, and storage pockets. (STD) (Not available with (GAT) All-Terrain Package.) (AZ3). LICENSE PLATE KIT, FRONT (will be forced on orders with ship-to states that require front license plate) Note: (VK3) deletes center lower bumper filler panel.
(VK3). CUSTOMER DIALOGUE NETWORK (R6J). AIR CONDITIONING, DUAL-ZONE AUTOMATIC CLIMATE CONTROL (Included and only available with (PCY) SLE Fleet Preferred Package, (PDU) SLE Value Package, (PEC) Carbon-22 Edition or (PDA) Texas SLE Value Package.) (CJ2).
TIRES, P255/70R17 ALL-SEASON, BLACKWALL (STD) (RBZ). STEERING COLUMN, MANUAL TILT-WHEEL AND TELESCOPING (Included with (PEC) Carbon-22 Edition, (PDU) All Star Edition or (PDA) Texas SLE Value Package. Not available with (LV3) 4.3L EcoTec3 V6 engine. Requires (KI4) 110 V power outlet and (A95) front bucket seats or (AG1) 10-way power adjuster with (AZ3) 40/20/40 split-bench seat) (N37). SLE PREFERRED EQUIPMENT GROUP Includes Standard Equipment (3SA). GVWR, 7000 LBS. (3175 KG) (Requires 2WD models and (L83) 5.3L EcoTec3 V8 engine or (L86) 6.2L EcoTec3 V8 engine.
Not available with (NHT) Max Trailering Package.) (C5W). REMOTE VEHICLE STARTER SYSTEM (Included with (PDU) SLE Value Package, (PEC) Carbon-22 Edition or (PDA) Texas SLE Value Package.) (BTV). ENGINE, 5.3L ECOTEC3 V8 WITH ACTIVE FUEL MANAGEMENT, DIRECT INJECTION and Variable Valve Timing, includes aluminum block construction (355 hp 265 kW @ 5600 rpm, 383 lb-ft of torque 518 Nm @ 4100 rpm; more than 300 lb-ft of torque from 2000 to 5600 rpm) (L83). SEAT ADJUSTER, DRIVER 10-WAY POWER (Requires (AZ3) bench seat.
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