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Review: 2014 Ford Escape SE FWD

Thursday March 20th, 2014 at 2:33 PM
Posted by: D.Colman

By David Colman

Hypes: Spacious Cargo Hold, Remote Keyless Entry, Precise Handling
Gripes: Tiny Info Screen, Poor Seat Bolstering, Finger Twisting Rear Hatch Handhold

For such a small SUV (106 in. wheelbase, 178 in. length), the Escape scores reassuringly high on safety institute (IIHS) crash tests, with “Good” ratings in the all four categories (frontal offset, side and rear impact and roof strength). From the US government, the Escape rates 5 stars in front and rear seat side crashes, and four stars in all the rest (frontal crash- both sides, and rollover). These ratings are due in large measure to Ford’s inclusion of a driver’s knee airbag, front seat-side mounted airbags, and a “safety canopy” overhead bag. Adding to the security blanket for 2014 is a rear view camera, now standard on all models. This proves especially helpful when backing up the Escape, because visibility to the rear is not great. All these passive safety measures work in consort with such active safety strengths as responsive handling, respectable acceleration, and pinpoint steering control.

The Escape model line includes 3 engine choices this year: a 2.5 liter 4 (168hp), 1.6 liter turbo 4 (173hp) or 2.0 liter turbo 4 (231hp). Ford’s press pool vehicle paired the 1.6 liter turbo 4 with a 6-speed “Selectshift” automatic transmission. The Selectshift moniker is something of a misnomer, as the system depends on a shift lever mounted button to swap gears that is both hard to locate and inefficient in use. Better to supply paddles on the steering wheel, or a tip-stick method for gear choice. The 1.6 liter 4 returns admirable gas mileage figures (23 MPG City, 32 MPG Highway, 26 MPG overall), while still providing enough torque (184 lb.-ft.) to tow 3,500 pounds. In normal part throttle use, this drive train provides quiet, ample power. However, when prodded hard, the little turbo tends to shriek louder than tennis vampire Maria Sharapova.

The Escape handles better than its seats handle you. There’s no lack of cornering bite from the Continental Pro Contact tires, which are quite sizeable (235/55R17) for an SUV of such modest proportions (curb weight: 3,675 lbs.). In fact, the abundant cornering power generated by the Escape tends to chuck you off your cushions in the SE’s front seats because they have no side bolsters and they are upholstered in grip less charcoal black cloth. The optional leather seats available in the Titanium Escape, are better contoured to counteract this SUV’s ability to dislodge you. The interior of the Escape is impressively large. If you flop the split (60/40) rear bench seatbacks forward, you can even slip a full size bike through the rear hatch and lay it flat in the cargo hold. You can equip your Escape with an optional self-opening rear door for 2014 triggered automatically when you kick your foot under the back bumper. Our test SE, unfortunately, was not supplied with this latest automotive parlor trick.

The steering wheel of the Escape is festooned with so many knobs and buttons that it will make your head spin. Not a great idea when you’re tasked with concentration on driving. A couple of times, we inadvertently triggered a voice that impatiently awaited commands we were unprepared to issue. The over abundance of minute controls and menu-driven operations is emblematic of Ford’s continued reliance on its Microsoft-derived operating system called MyFordTouch. MFT is as baffling as Windows, and much more dangerous to operate in a driving environment than Windows is at your desk. By diverting your attention from driving, MFT’s opaque methodology tends to undercut the passive safety measures Ford has incorporated into the Escape’s basic architecture.

Notwithstanding ergonomic gripes, the front-wheel-drive Escape is a solid, practical mini-SUV offering handling, tow capacity and storage space that belie its humble size and mechanical specification. At a base price of just $25,550, the SE presents the potential buyer with enough virtue to make it a contender in the final round of consideration.

2014 Ford Escape SE FWD

  • Engine: 1.6 Liter Inline 4, Turbocharged (Ecoboost) with Direct Injection
  • Horsepower: 173hp
  • Torque: 184 lb.-ft.
  • Fuel Consumption: 23 MPG City/32 MPG Highway
  • Price as Tested: $26,840
  • Star Rating: 8 out of 10 Stars

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Review: 2013 Ford Fusion Titanium AWD

Tuesday December 31st, 2013 at 11:1212 AM
Posted by: D.Colman

By David Colman

Hypes: Sweet Motor, Excellent Balance, Precise Handling
Gripes: Sharp Edges on Lower Steering Wheel Spoke

The Fusion ticks the “best ever” box in a number of departments for Ford. Its form fitting seats rate this accolade, for example, by providing such tightly molded support that you don’t want to leave them when you’ve reached your destination. The tailored looks of the Titanium Fusion are fetching enough to make you cast a parting glance at it every time you walk away. Interior furnishing are slick enough to convince you you’re driving a German built Audi, not a Ford made in Mexico. And the driving experience is precise enough to make you think you’re wheeling a BMW rather than a domestic product. So what’s the secret to all this success? Good design augmented by even better implementation.

The fun starts under the hood, where the 2.0 liter turbocharged “EcoBoost” engine makes a prodigious amount of horsepower (240hp) and torque (270lb.-ft.) given its modest displacement and excellent 25 MPG overall fuel consumption. In fact, it wasn’t long ago that any Grand Prix engine producing 120hp per liter would have landed in the winner’s circle at every Formula 1 race on the schedule. This direct injection gem of a Ford motor processes its fat torque curve through a creamy smooth 6 speed automatic gearbox featuring “SelectShift,” a proprietary Ford gear changing system that utilizes both a console lever and steering wheel paddles to manipulate gear choice. If you slot the console lever into the rearmost position designated by an “S” for Sport, the transmission automatically revises its program to favor use of lower gears, higher engine speeds, and faster shifts from gear to gear. In the Sport range, the diminutive paddles adjacent to your thumbs on the steering wheel become operational. In other words, the Fusion can be driven like a true sports sedan.

Fortunately, it also enjoys the kind of handling precision and all wheel drive traction that usually costs far more than the Fusion’s base price of $32,200 might suggest. The only optional item enhancing performance on this test car was a set of 19 inch alloy wheels for an extra $695. These “H-Spoke” dark stainless colored aluminum rims mounted beefy 235/40R19 Continental Conti Sport Contact tires that stuck to the pavement assiduously. Ford has snubbed the suspension movement of this Fusion effectively. It will cut apexes with the best sedans Europe has to offer. Those scooped bucket seats pin you in place while the taut springs and shocks do their job.

But we can keep the little secret about this car’s exceptional handling between us, because you can sell it to the family as a practical and safe means of transportation, and nothing more. After all, the 5-passenger Fusion scores high on the Institute For Highway Safety’s Rating System, with “Good” results on all 4 crash tests. Up front, standard dual stage airbags combine with knee bags to afford maximum driver/passenger protection. Side curtain airbags are also standard fitment. The rear seat is spacious and inviting, and the low beltline of the Fusion’s redesign for 2013 emphasizes outward visibility. Ford has also improved airflow over exterior surfaces by 10 percent, resulting in a corresponding increase in fuel economy at freeway speed.

The cockpit of the Fusion Titanium is a restful and well crafted space. I noted very close tolerances at the tricky joint where the dashboard meets the door panel. In fact the only interior demerit was a failed retraction spring on the passenger side grab handle which allowed the handle to dangle. Microsoft’s” MyFordTouch” computer system interface inhibits intuitive programming of the infotainemt system. But once you’ve mastered that hurdle, the system does work well. Below the removable coin holding tray in the compartment between the front seats. you’ll find a pair of memory stick receptacles which you can use to load all your musical choices into the Fusion’s memory. Ford uses Grace Note software for all disc and music file identification. Although our test Fusion boasted several expensive technological additions (including a $1,000 Driver Assist Package for lane keeping, a $995 radar Adaptive Cruise Control, and a $795 Parking Assist) you can easily do without any of them and still enjoy the many primary virtues of this sedan. However, a rear window wiper would be a useful option that Ford does not offer.

The Fusion Titanium AWD offers exceptional value, great comfort, and such sublimated driving pleasure that anyone canvassing the market for a sports sedan ignores this impressive Ford at their peril.

2013 Ford Fusion Titanium AWD

  • Engine: 2.0 liter inline 4, turbocharged, direct injection
  • Horsepower: 240hp
  • Torque: 270lb.-ft.
  • Fuel Consumption: 22MPG City/31MPG Highway
  • Price as Tested: $37,670
  • Star Rating: 9 out of 10 Stars

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Review: 2013 Ford Mustang GT California Special

Wednesday May 1st, 2013 at 12:55 AM
Posted by: D.Colman

By David Colman

Hypes: Stellar Cosmetics, GT Grunt
Gripes: Clunky Door Slam, Distracting Wide View Ext. Mirrors

Mustang enthusiasts have had more special editions to choose from than Baskin Robbins has flavors. Every year Ford or Shelby float new and tasty variations of this quintessential ponycar. One of the best packages in the car’s 49 year history is the California Special version of the Mustang GT. This package, which carries a surcharge of $1,995, substantially changes the look of the GT by adding faux side scoops behind the doors, a pair of working black air vents atop the hood, a pedestal rear spoiler, and ever-so-subtly faded hood stripes which match equally unobtrusive “GT/CS” side stripes. This economic package also includes unique black billet upper and lower grill bars highlighted by a tri-star pony badge, special front splitter with fog lights, and unique rear diffuser and badging.

Ford continues the custom motif inside, with model specific lettered floor mats, special front seats with Miko suede inserts and logo-embossed head rests, and a distinctive silver “GT/CS” inscription on the faux carbon fiber dash board. In the Sterling Gray Metallic shade of our test vehicle, these filigrees looked distinctive without being garish. A final pedigree is provided by black enameled, silver machined “GT” inscribed alloy rims (19” x 8.5”) bearing beefy Pirelli P Zero Nero competition tires measuring 245/45ZR19. The rims and rubber did wonders for both the looks and the handling.

This test GT/CS harnessed the 5.0 liter V-8’s 412hp to a 6-speed automatic ($1,195 extra) which includes, for the first time, a SelectShift Manual Mode. To engage this feature, you must first move the floor-mounted stick fully rearward into the Manual gate, then make your up and downshifts using a rocker switch appended to the left side of the shift knob. Due to the small size and remote placement of this switch, manual selections are difficult to make. This super sporty Mustang deserves paddles on the steering column, or at the very least, a bump stick for manual shifts. Given that the standard 6-speed manual is such a pleasure to operate, you’d be well advised to save the grand plus you’ll spend for the SelectShift automatic.

Because Ford equipped this particular GT with a 3.15:1 rear axle ratio, it returned 20 MPG in mixed driving. This is excellent mileage for such a powerful V-8, but I would have gladly forsaken a couple of MPG for better low end performance, by equipping the GT with a 3.37, 3.55 or 3.73 limited slip rear end ratio. All of these are available at no extra cost, and with any of them, the improvement in acceleration is remarkable.

Even with its gearbox and rear end limitations, the GT/CS Mustang is still a total blast to drive. You can hang the rear end out like a NASCAR star, because the sticky Pirellis always save the day. The fat rimmed steering wheel’s electric power assist provides accurate information about tire placement and adhesion. Although you can deselect traction control at will, the system is so well engineered that you never need to override this safety net to enjoy maximum performance. Above all else, the Mustang GT is a driver’s car. With GT/CS enhancements, it looks enough like a Kal Kustom to make you George Barris. In reality, though, this GT costs just $40,230.

43 years ago, Ford produced a limited run of 1968 California Special Mustangs (complete with faux side scoops) that have become cult cars in the collector market. There’s absolutely every reason to believe the exact same fate awaits this excellent reincarnation.

2013 Ford Mustang GT California Special

  • Engine: 5.0 liter DOHC 32 Valve V-8
  • Horsepower: 412hp
  • Torque: 390 lb.-ft.
  • Fuel Consumption: 18 MPG City/25 MPG Highway
  • Price as Tested: $40.230
  • Star Rating: 9 out of 10 Stars

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Review: 2013 Ford Mustang Boss 302

Wednesday May 1st, 2013 at 12:55 AM
Posted by: Francois

Hype: Stellar Cosmetics, GT Grunt
Gripes: Clunky Door Slam, Distracting Wide View Ext. Mirrors

Front to back, here are the significant features of the “base” Boss 302:

  • New aero package to reduce lift
  • A completely revised 444-horsepower engine with unique head castings, different exhaust valves and exhaust-side cams, upgraded internal materials in the valvetrain and pistons, and a long-tube custom runner intake drawing on Ford’s Daytona Prototype experience
  • The “Brembo package” found as an option on the 5.0 and supplied standard on the GT500 is here as well, upgraded with specific brake pads by Performance Friction and special brake lines for improved pedal feel
  • Stiffer springs surrounding five-position adjustable shock absorbers, and a bigger rear swaybar
  • Three-way adjustable electric power steering
  • A second set of exhaust pipes exiting to the sides to reduce backpressure and terrify anybody who happens to be in the same tunnel as a Boss 302
  • Nineteen-inch wheels with Pirelli P-Zero tires

That’s a long list of revisions, and they’re all important to the Boss mission of “balanced performance.” But as we climb the sixteen-percent grade of a Monterey canyon road, it’s the monstrous engine that makes its presence most immediately known. This car is too fast for all but the most gnarled back roads, reaching effortlessly into the triple digits between corners and pulling relentlessly from three grand all the way to the 7,500 rpm soft rev limiter. No factory ponycar has ever offered this kind of pace in these conditions — only Ford’s own 2011 aluminum-block GT500 can even mount a challenge.

After just a few miles of observing this car’s ability to warp time and space, we back off the throttle and relax. As good as the brakes are, they really aren’t up to the challenge of endless ABS-cycling high-speed entries down long, steep hills. It would take Corvette-ZR1-sized platters to dissipate that kind of heat, but this is a car that costs less than a base ‘Vette. Time to back off — and we’ve made the right choice, as the local police have woken up to the fact that there are a dozen Mustangs with side-facing exhausts racing around the area. We’d better find a place where this kind of power can be safely uncorked.

Compared to the Sibling: The Ford Mustang GT
Mustang enthusiasts have had more special editions to choose from than Baskin Robbins has flavors. Every year Ford or Shelby float new and tasty variations of this quintessential ponycar. One of the best packages in the car’s 49 year history is the California Special version of the Mustang GT. This package, which carries a surcharge of $1,995, substantially changes the look of the GT by adding faux side scoops behind the doors, a pair of working black air vents atop the hood, a pedestal rear spoiler, and ever-so-subtly faded hood stripes which match equally unobtrusive “GT/CS” side stripes. This economic package also includes unique black billet upper and lower grill bars highlighted by a tri-star pony badge, special front splitter with fog lights, and unique rear diffuser and badging.

Ford continues the custom motif inside, with model specific lettered floor mats, special front seats with Miko suede inserts and logo-embossed head rests, and a distinctive silver “GT/CS” inscription on the faux carbon fiber dash board. In the Sterling Gray Metallic shade of our test vehicle, these filigrees looked distinctive without being garish. A final pedigree is provided by black enameled, silver machined “GT” inscribed alloy rims (19” x 8.5”) bearing beefy Pirelli P Zero Nero competition tires measuring 245/45ZR19. The rims and rubber did wonders for both the looks and the handling.

This test GT/CS harnessed the 5.0 liter V-8’s 412hp to a 6-speed automatic ($1,195 extra) which includes, for the first time, a SelectShift Manual Mode. To engage this feature, you must first move the floor-mounted stick fully rearward into the Manual gate, then make your up and downshifts using a rocker switch appended to the left side of the shift knob. Due to the small size and remote placement of this switch, manual selections are difficult to make. This super sporty Mustang deserves paddles on the steering column, or at the very least, a bump stick for manual shifts. Given that the standard 6-speed manual is such a pleasure to operate, you’d be well advised to save the grand plus you’ll spend for the SelectShift automatic.

Because Ford equipped this particular GT with a 3.15:1 rear axle ratio, it returned 20 MPG in mixed driving. This is excellent mileage for such a powerful V-8, but I would have gladly forsaken a couple of MPG for better low end performance, by equipping the GT with a 3.37, 3.55 or 3.73 limited slip rear end ratio. All of these are available at no extra cost, and with any of them, the improvement in acceleration is remarkable.

Even with its gearbox and rear end limitations, the GT/CS Mustang is still a total blast to drive. You can hang the rear end out like a NASCAR star, because the sticky Pirellis always save the day. The fat rimmed steering wheel’s electric power assist provides accurate information about tire placement and adhesion. Although you can deselect traction control at will, the system is so well engineered that you never need to override this safety net to enjoy maximum performance. Above all else, the Mustang GT is a driver’s car. With GT/CS enhancements, it looks enough like a Kal Kustom to make you George Barris. In reality, though, this GT costs just $40,230.

43 years ago, Ford produced a limited run of 1968 California Special Mustangs (complete with faux side scoops) that have become cult cars in the collector market. There’s absolutely every reason to believe the exact same fate awaits this excellent reincarnation.

2013 Ford Mustang Boss 302

  • Standard Engine 5.0L V8
  • Standard Transmission 6 Speed Manual
  • Cylinders 8
  • Horsepower @RPM 444@7400
  • Fuel Economy Cty/Hwy 15/26
  • Combined Fuel Economy 19
  • Engine and Transmission: 5.0 V-8/6M
  • skidpad 0.89 g.
  • 1/4 mile 12.92 sec.
  • 0-60 4.7 sec.
  • 1/4 mile 112.47 mph.
  • Star Rating: 9 Stars out of 10

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Review: 2013 Ford C-Max Hybrid

Tuesday April 16th, 2013 at 8:44 AM
Posted by: D.Colman

By David Colman

Hypes: Mileage Champ, Pugnaciously Cute
Gripes: Goofy Dash, Rock Hard Tires, Whiny CVT

If Ford’s C-Max Hybrid represents the future of cars, I’ll start reviewing toasters. This expensive derivative of the $16,995 Focus costs $31,085, weighs a whopping 3,639 pounds, but makes just 141hp in petrol mode or 188hp in combined petrol/electric mode. Saddled with a noisy CVT (Constant Velocity) transmission, the C-Max whines its way laboriously to thrust. The faster you accelerate, the more noise you generate from the drivetrain. It makes you want to plop the C-Max into the slow lane on the freeway and stay there. Although it posts a combined city/highway fuel economy rating of 47 MPG, it will take you a couple of decades before you recoup the $14,000 price difference to a petrol powered baseline Focus.

Ford has reinvented the concept of the dashboard in this car. Instead of providing such essential information as water and oil temperatures, greenie marketing types have installed a plethora of video games designed to challenge your environmental commitment. There’s a “Tutorial” slate from which you can chose such hot topics as “Braking Coach,” which assesses your proficiency at maximizing energy reclaimed through regenerative braking. If you tire of that game, which appears in the left quadrant of the instrument binnacle, you can always scan the video depiction of a tree that occupies the right quadrant. The number of “Efficiency Leaves” dropped by this shrub indicate your level of energy conservation. The fewer leaves and vines you drop, the more efficient your driving. Drop enough leaves and you’ll need to revisit the Braking Coach for a repeat seminar in pedal application. To win all these video games, just park the C-Max and drive something else. Is there anything greener than an undriven car?

 

With all those video distractions available, driving C-Max is the mobile equivalent of texting on your iPhone while trying to avoid bumping into people on the street. Sure, if you focus clearly enough, you can pay attention to your driving, but it’s too easy to get caught up in the conservation strategies. Ford conscientiously renders most of the Apps inoperable while driving, but there are still enough dash delights to keep your mind occupied by everything but the road ahead.

Block off the video console, and the C-Max provides a satisfying driving experience. The electronically assisted power steering, for example, is precise enough to enable you to clip apexes with impunity. The leather wrapped steering wheel affords a solid grip thanks to two flared paddles at the 10 and 2 positions that give you better leverage when the road throws curve balls at you. The Michelin Energy Saver A/S tires (225/50R17) are surprisingly clingy given their rock-hard 480 treadwear rating. The downside of this rubber choice is the Michelins need to be inflated to 38 PSI. At that pressure, the C-Max bounces its passengers around like toys in a Piñata.

With both rear seats erect, the C-Max provides 25 cubic feet of storage space, Dropping the rear seats increases that number to 45 cubic feet. The $2,215 Equipment Group 302A transforms the interior of the C-Max into a hospitable, luxurious environment by adding a Power Liftgate, Rear View Camera, Premium Audio and Navigation. The diminutive sedan accepts 4 adults graciously, 5 in a pinch, with large enough doors to ease loading and disembarkation.

The C-Max Hybrid looks positively practical when compared to its Plug-In brother, the “C-Max Energi” model, which costs an extra $7,750 and travels just 20 miles before its EV supply dies and its petrol engine kicks in. If you are a confirmed greenie, the C-Max Hybrid makes much more sense the Energi. But if you just like to drive, this pricey Hybrid doesn’t make much sense at all.

2013 Ford C-Max Hybrid

  • Engine: 2.0 liter inline 4, 141hp + 118hp AC Motor
  • Horsepower: 188hp (Combined)
  • Torque: 129 lb.-ft. + 117 lb.-ft.
  • Fuel Consumption: 47 MPG City + Highway
  • Price as Tested: $31,085
  • Star Rating: 6 out of 10 Stars

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2013 Ford Flex-SEL AWD Review

Wednesday February 20th, 2013 at 1:22 PM
Posted by: D.Colman

By David Colman

Hypes: Spacious, Handsome, Comfy
Gripes: Irascible Dash Controls, Parking Woes

It’s not often I lose a fight with a turn signal indicator, but the stalk on this Flex had me flummoxed. So much pressure is required to move the lever, that half the time it wouldn’t budge until after the window of need had shut. In a microcosm, that recalcitrance is emblematic of the Flex’ testy driver/vehicle interface. For example, if you want to turn the seat heaters on, you can only do so if the proper screen is displayed on the driver information center. No physical buttons for this task are present. If it’s really cold and you’re wearing gloves, you can’t activate the touch screen without first removing your gloves, since the screen is sensitive to heat rather than just pressure. Also, if you want to change interior temperature settings, the dash provides poorly differentiated receptor spots that issue a barely audible click when touched. So you need to look at the display screen to confirm any temperature change you think you’ve made. It’s an unsatisfying, time consuming and attention diverting procedure.

Ergonomic transgressions aside, the Flex is a true family warrior, with easy seating for 6 spread over 3 rows. If you delete the 2nd row console ($100 option) you could easily squeeze 7 into this sizeable bus. The rearmost pair of seats fold flat but must be removed for access to the sunken load floor. The 2nd row seats are auto-folders which facilitate quick conversion from bus to truck. Interior room is vast, thanks to a stretch limo wheelbase of 117.1 inches and a cargo hold of 83.2 cubic feet with all rear seats folded. The price you pay for this interior convenience is measured in size and weight. The Flex is a road giant with a length of 201.8 inches and a curb weight of 4,471 pounds. Given those figures, it’s nothing short of amazing that this behemoth manages to return 19 MPG in overall mileage.

 

What’s even more surprising is this big boy’s spunk and agility. The base engine, a 287hp, 3.5 liter V-6, is 25hp more powerful than last year’s standard offering. But the base V-6, with 255 lb.-ft. of torque, is good for towing just 2,000 pounds of trailer. If you plan to tow a 4,000 pound load, however, you’ll want to opt for the 3.5 liter twin-turbo V-6 which ups horsepower to 365 and makes 350 lb.-ft. of torque. Outside of the towing limitation, the base V-6 is plenty punchy in normal driving. This engine parses power through a 6-speed “Selectshift” automatic transmission with manual gear selection available through a floor-console mounted lever. Steering response is more communicative than you might expect. It’s never difficult to place the front wheels directly on an apex, and the all-wheel-drive system keeps the 18 inch Goodyear Assurance tires (235/60R18) churning relentlessly through each and every switchback. You won’t mistake the Flex for a sports agility vehicle, but considering its size, it gets down the road with alacrity. To this end, Ford has retuned Flex’s 2013 chassis components for better road feel. Passing power is good, handling is commendable, and outward vision through the vast glass acreage is superb.

Read the rest of this entry »

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2013 Ford Fusion SE Review

Thursday January 10th, 2013 at 8:11 AM
Posted by: D.Colman

By David Colman

Hypes: Remarkable Handling, First Rate Fit and Finish
Gripes: Tiny Info Screen, No Visual HVAC Temp Confirmation

Park the 2013 Fusion next to Ford’s previous model of the same name and you will instantly see that everything has changed but the name. The previous model was so chrome-clad, clumsily styled and ponderous looking that it makes the new Fusion look like Botticelli’s Venus on the Half Shell. Your first impression of the 2013 Fusion’s comparative grace, balance and purpose is not deceiving. This car will be a game changer for Ford because it not only matches but improves upon the competition from Honda (Accord), Toyota (Camry) and Nissan (Altima).
And for family types who seek a little enjoyment from the art of driving, Ford caters to your specific need by selling a manual transmission version of the Fusion. Try buying one of those at your Honda, Toyota or Nissan store.

Let the celebration begin at the Fusion’s as-delivered price of $26,040, which should provoke a case of reverse sticker shock. The base price of the SE is $23,700, with a $1,510 bump for Equipment group 204A (Appearance Package, 18 inch Painted Sports Wheels, Rear Spoiler), and $295 for a Reverse Sensing System (with dashboard camera display). What really made this car a champ is the availability of the 6-speed manual gearbox, with its perfectly weighted shift mechanism, silky clutch engagement, and ideally suited gear ratios. Although the Fusion’s small displacement (1.6 liter),turbocharged inline four produces just 178hp, the slick gearbox allows you to provide a gear set as demand dictates. No waiting for the lethargic up and downshifts of an automatic, which would seep the lifeblood out of this edgy EcoBoost motor.

The 18 inch optional rims notch the sedan into a performance class on a par with BMW 3 Series road burners. Tire fitment for these rims is generous, with Goodyear Eagle LS2 tires measuring 235/45R18 at each corner. Late one night, clear weather and traffic free road conditions conspired to provide the ideal opportunity to test the Fusion’s handling. This sedan is remarkably composed when pushed close to the limit. Ford has dialed understeer out of the SE’s handling portfolio. Turn-in is crisp and precise, and power is sufficient for really quick motoring without oversteer. The Goodyears, which don’t look particularly aggressive in the tread pattern department, never issued a single squeal. Ford has really managed to sort the twisty road performance of this unassuming family car.

The interior is a pleasure to behold. The exceptionally clean looking black cloth seats benefit from red stitching across their 7 cushion, and 9 backrest pleats. Two different shades of metallic burnishing adorn the interior accents. The center stack and door pulls are done in matte aluminum, while the door panel and glovebox trim strips are matte platinum. The basket weave beige headliner looks expensive, and Ford has even seen fit to equip it with 4 hand grabs which are cushioned to retract noiselessly when you let go of them.

Large water bottle holders make the sizeable door pockets really useful, the glove box offers 2 expansive shelves, and even the rear seat is fully equipped, with adequate leg and headroom, and a drop down cupholder/armrest. A final touch exhibits just how far this company has come in terms of design: the keypad which allows you to unlock your car from the outside – formerly a fixed and ugly device – is now seamlessly integrated into the B-pillar as a lit unit which disappears from view after you shut the driver’s door.

If there’s any confusion about the Fusion it’s in the engine choice department. Those of you opting for maximum scat will want to consider the 2.0 liter EcoBoost option which provides 188hp. There’s also a non-turbo 2.5 liter version good for 175hp. But with highway fuel consumption 37MPG, it’s hard to beat the 1.6 liter engine, especially when it’s tied to that superb manual 6-speed transmission.

2013 Ford Fusion SE

  • Engine: 1.6 Liter Inline 4, Turbocharged, Direct Injection
  • Horsepower: 178hp @5,700rpm
  • Torque: 184 lb.-ft. @2,500rpm
  • Fuel Consumption: 25 MPG City/37 MPG Highway
  • Price as Tested: $26,040
  • Star Rating: 9 out of 10 Stars

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2012 Ford Edge 2.0L Review

Friday December 7th, 2012 at 8:1212 AM
Posted by: D.Colman

By David Colman

Hypes: Aero Crafted Looks, Commendable Interior Space
Gripes: 1960 Shift Pattern, Chiclets Dashboard Feel

At $38,910, Ford’s EcoBoost Edge pushes the price envelope for a 4 cylinder SUV with front-wheel-drive. Base price on the Edge is $34,915. But by the time you’ve added the $995 optional 2.0 liter EcoBoost engine, new for 2012 and featuring direct injection, the $485 Vision Package (with blind spot monitoring), the numerical keypad Driver Entry Package ($895) and a Voice Activated Navigation System ($795), you’ll find yourself spending more than you would for a comparable VW Tiguan, and squarely into Audi Q5 all-wheel-drive territory.

Although you can fit your Edge with either a 3.5 or 3.7 liter V-6, (good for 285hp or 305hp respectively), the turbocharged and intercooled inline 4 cylinder EcoBoost motor produces 240hp, and more torque (270lb.-ft.) than even the 3.5 liter V-6. In the long run, you’ll spend less money operating the EcoBoost Edge thanks to its superior 21MPG/30MPG fuel economy, which trumps any of the V-6 models (which average 17MPG/23MPG). Best of all, you will never notice a power deficit with the EcoBoost engine due to its immediate response to depression of the throttle pedal, and excellent reserve of passing power.

The lively turbo motor deserves a better gearbox than Ford has provided. This one, a 6-speed automatic, has a floor-shift with provisions for Park/Reverse/Neutral/Drive/Low. That’s it. No steering wheel paddles, no way to access intermediate gears for quick downshifts. Just PRNDL, like it was 1960 all over again. Plus, it’s all too easy to slip the lever into “L” when you really mean to select “D” because the detents between steps are weak.

 

Inside the cabin, the Edge compares favorably with the Tiguan and Q5. On newer model lines like Edge, Ford has refined fit and finish to match the best of the imports. The cockpit here has an expensive look, with flush panel meets, and leather-trimmed 10-way adjustable power front seats that are new for 2012. Even rear seat passenger comfort is well developed, with the 60/40 folding back seats affording plenty of headroom, a pair of overhead grab assists, lots of side glass area, a drop down center beverage holder console, and best of all, sliding and reclining rear seat adjustments.

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2013 Ford Mustang V6 Review

Thursday December 6th, 2012 at 9:1212 AM
Posted by: D.Colman

By David Colman

Hypes: V8 Performance at V6 Price
Gripes: Illegible Speedo, Chair Flop Annoyances

Most people think V-8 when they think Ford Mustang. To be sure, the brand’s identity is based on the architecture of the 8 cylinder engine. But with gas nudging the $5 per gallon mark, maybe it’s time to rethink the basic Mustang equation. Back in 1964, when Ford introduced the Mustang, the base model’s inline 6 cylinder engine was a weak-kneed shadow of the optional V8. Today, however, the base V6 is a sophisticated triumph of compact engineering, with coil-on-plug electronics and a 12.4 quart oil sump that is just half a quart shy of the 5.0 liter V8’s 13 quart oil pan. Best of all, the latest 24 valve, DOHC V6 makes 305hp and 280 lb.-ft. of torque, and earns an EPA overall fuel rating of 22 MPG.

If you’re going to go the V6 route, then you’ll really want to back up the engine with Ford’s sweet shifting 6-speed manual transmission, which features hill-hold for 2013. This gearbox will help you extract every last ounce of performance from the high-revving V6. The stubby aluminum and leather shift knob glides from gate to gate with just a nudge. Performance off the line is particularly explosive if you stipulate the V6 Performance Package ($1,395), which provides extra initial surge through a 3.71:1 rear axle ratio with Limited Slip differential gears. The “track pack” which for 2013 is available on automatic transmission V6 Mustangs, also brings you distinctive looking painted and machined 19 inch diameter alloy rims fitted with premium Pirelli P Zero tires measuring 225/40ZR19.

These 220 Treadwear Rated Pirellis contribute prodigious amounts of side bite to the Mustang’s athletic cornering ability. If you select the correct gear to keep the V6 on full boil, this economy Mustang will run with much more expensive, higher powered sports cars on any backroad. Of course, with an out-the-door price of just $32,025, you’ll have to accept a few shortcomings in the mix. The spring tension on the clutch release mechanism is so strong that the Mustang will leap forward on the 1st to 2nd gear upchange even before you feed in throttle. This can be disconcerting at first, but you quickly learn to adapt your driving style to this eccentricity.

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2013 Ford Fiesta SES Review

Tuesday October 9th, 2012 at 9:1010 AM
Posted by: D.Colman

By David Colman

Hypes: Cute, Practical, City Parking Champ
Gripes: Auto Gearbox Kills the Buzz

The newly reissued Fiesta is small, practical, affordable, and cute. But along with those virtues, it also never lets you forget that it is cramped and underpowered. On the positive side of the ledger, the Fiesta is short enough to slip into any parking spot you can find. It’s even a pleasure to parallel park since side and rear vision is unrestricted. Its diminutive 98 inch wheelbase is 6 inches shorter than that of the Ford Focus, which itself is hardly a limousine. Hence the agile Fiesta is a lot of fun on twisty roads, willingly following your steering wheel command to flick it from side to side. Appealingly grippy performance rubber – 195/50/R16 Hankook Optimo H426 tires – underline the Fiesta’s innate balance and proclivity to carve corners.

The interior appointments of the top line SES model are soothing and handsome. The cloth trimmed seats feature tone on tone inserts that look like they belong on a tapestry in the museum of modern art. Their branch-like patterning contributes an air of Zen simplicity to the cabin. Even the pebbly dash top finish, which resembles compressed shipping cardboard, does a good job of quelling reflections and looking starkly modern. The center stack of the dash, constructed in a V-pattern to replicate a smart phone faceplate, works well with one exception. There’s a center volume control knob for the entertainment unit, but no matching knob to access station settings. This lack requires you to resort to an infuriating scan of the various push buttons, none of which accomplish the simple task of changing radio channels.

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