Ford, the original innovator in the car manufacturing business, first started more than 110 years ago, making it also one of the oldest car brands still in production today. In recent years they have developed a lot of similar technologies like other big carmakers like glare-free high beam technology and adaptive headlights.
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The ubiquitous E-Series has topped full-size van sales charts for 32 consecutive years with its crazily diverse range of available configurations for transporting people and/or cargo. While this cartage role may be utilitarian, Ford offers exclusive electronic technologies such as Sync voice command and Crew Chief fleet-management telematics to help separate this rear-drive workhorse from the competition. Safety? Four-wheel vented discs, ABS, and Ford’s AdvanceTrac electronic stability/roll control system are all standard across the E-Series lineup. Powertrain choices encompass 4.6-liter and 5.4-liter V-8s (both E85-capable) and a 6.8-liter V-10, the latter two available with a factory preparation package for conversion to CNG or LPG fuels.
Treated to a major aesthetic and powertrain revamp last year, the ever-stylish 5-passenger Edge crossover is now available with a turbocharged direct-injected EcoBoost I-4 promising lighter weight, better fuel economy and even more torque output than that of its companion 3.5-liter V-6. Ford maximizes EcoBoost fuel efficiency with such aerodynamic enhancements as specific rocker panel moldings and active shutters that reduce airflow through the grille as road speed increases. Responsive handling has always been an Edge strong point, especially so in the Sport model with its uprated suspension and fat 22-in. rolling stock. The Sport is also differentiated by a 305-bhp 3.7-liter V-6, blacked-out trim and paddle shifters.
Okay, it may look a bit dated, but the Escape lineup–including the petroparsimonious Hybrid–has always received the very latest in Ford safety and convenience technology, and can even parallel park itself, thanks to optional, class-exclusive Active Park Assist. There’s an Escape for almost any price point. You can pretty much have it your way, with drivetrain choices ranging from frontdrive 5-speed-manual 2.5-liter I-4 to a silky, flex-fuel V-6 sending 240 bhp to all four wheels via a 6-speed automatic. Or any combination thereof. Plus the aforementioned Hybrid that can run up to 44 mph in full electric mode and is EPA rated at 34 mpg in city driving. But act fast: Expect an all-new 2013 Escape to hit the streets sometime in 2012.
Ford’s latest Explorer was engineered from the outset with improved efficiency as a priority, and the arrival of an available turbocharged direct-injected 2.0-liter EcoBoost I-4 for 2012 should set a new standard for full-size SUV fuel economy. If you need 4wd, however, you’ll have to opt for the Ti-VCT 3.5-liter V-6, which itself delivered class-leading efficiency when it made its debut last year. Some were apprehensive about the Explorer’s switch from body-on-frame to unibody construction, but the new platform feels much more rigid and planted. And after flogging the 4wd variant off-road, we’re convinced that its electronic Terrain Management System can handily deal with changing weather or ground conditions, on-road or in the backcountry.
Simple fact: Whether the Sierra Club likes it or not, it takes a large, beefy vehicle to tow a hefty trailer while simultaneously coddling up to eight occupants in long-distance comfort. Ford’s answer is the body-on-boxed-frame Expedition, or the Expedition EL with its foot-longer wheelbase, either of which can be had in rear-drive or 4wd form. Despite having the muscles and moxy for the mission, the Expedition’s independent rear suspension delivers a refined ride and commendable handling, and its standard Trailer Sway Control-part of Ford’s AdvanceTrac electronic stability/roll control system-can take the white knuckles out of towing up to 9200 pounds. The sole powertrain is an E85-capable 5.4-liter V-8 backed by a 6-speed automatic.
Like some cosmic collision of SUV and pickup, the Explorer Sport Trac combines a refined 4-door cabin with a functional, if short, cargo bed. Trailer Sway Control is a noteworthy standard addition for 2010, and this year’s optional navigation system is of a much-improved generation, but the basic choices of rear- or (active) 4-wheel drive, V-6 or V-8, are unchanged. Fuel economy ratings between the two engines are virtually identical, so we’d opt for the markedly smoother and stronger V-8 with its higher towing capacity and 6-speed automatic (the V-6 gets a 5-speed). If all this sounds good, act quickly, as Sport Trac production will reportedly cease when the Explorer moves from body-on-frame to unit-body construction for 2011.
Eyebrows were raised when Ford brought 6-cylinder engines back into its F-150 lineup in a big way for 2011, but any doubts about that decision were soon banished when the 302-bhp 3.7-liter V-6 and the 365-bhp twin-turbo EcoBoost 3.5-liter V-6 began outselling V-8 F-150s, and then handily outsold the combined V-6 sales of all other full-size pickup manufacturers combined. That F-150 engine menu, which also includes 5.0-liter and 6.2-liter V-8s, continues unchanged for 2012, as does the rest of this best-selling pickup’s extensive lineup, save for the revised Harley-Davidson edition complete with standard 411-bhp 6.2-liter V-8, voiceactivated navigation, snakeskin leather accents and 22-in. aluminum wheels.
Competition among contenders in the heavy-duty pickup market is perennially fierce, which is why the Super Duty- after undergoing a major reworking just last year-has been tweaked again for 2012 to regain best-in-class conventional and fifth-wheel tow ratings (at least for now). Key to this tug-of-war supremacy are slight frame and hitch revisions along with the 800 lb.-ft. of torque now doled out by Ford’s optional and startlingly quiet 6.7-liter Power Stroke diesel V-8. Don’t need that much? The standard 6.2-liter gasoline V-8 is E85-capable and, for 2012, can optionally be factory prepped for conversion to LPG or CNG fuels. From bare-knuckle commercial workhorse to leather-clad land-baron limo, there’s a Super Duty for every need.
Competition among contenders in the heavy-duty pickup market is perennially fierce, which is why the Super Duty—after undergoing a major reworking just last year—has been tweaked again for 2012 to regain best-in-class conventional and fifth-wheel tow ratings (at least for now). Key to this tug-of-war supremacy are slight frame and hitch revisions along with the 800 lb.-ft. of torque now doled out by Ford’s optional and startlingly quiet 6.7-liter Power Stroke diesel V-8. Don’t need that much? The standard 6.2-liter gasoline V-8 is E85-capable and, for 2012, can optionally be factory prepped for conversion to LPG or CNG fuels. From bare-knuckle commercial workhorse to leather-clad land-baron limo, there’s a Super Duty for every need.
Competition among contenders in the heavy-duty pickup market is perennially fierce, which is why the Super Duty—after undergoing a major reworking just last year—has been tweaked again for 2012 to regain best-in-class conventional and fifth-wheel tow ratings (at least for now). Key to this tug-of-war supremacy are slight frame and hitch revisions along with the 800 lb.-ft. of torque now doled out by Ford’s optional and startlingly quiet 6.7-liter Power Stroke diesel V-8. Don’t need that much? The standard 6.2-liter gasoline V-8 is E85-capable and, for 2012, can optionally be factory prepped for conversion to LPG or CNG fuels. From bare-knuckle commercial workhorse to leather-clad land-baron limo, there’s a Super Duty for every need.
While the box-on-box Flex styling has both fans and detractors, no one can question the commodious versatility of this fwd or awd 3-row crossover. Once behind the wheel, any visual quirkiness is forgotten, thanks to unexpectedly crisp handling and power that is surely adequate in the case of the base 3.5-liter V-6, or terrific if the 355-bhp twin-turbo Eco- Boost V-6 is underhood, an option that requires all-wheel drive. Despite such thrust and a wonderfully broad torque curve, the EcoBoost surrenders only 1 mpg in comparison to the standard 262- bhp V-6 in awd form. Active and passive safety gear is abundant, and here’s something the neighbors will have trouble matching: An optional refrigerated console between second-row captain’s chairs.
Fiesta: The name says it all about this engaging B-size contender that has its 4-door sedan or 5-door hatch utilitarianism somehow infused with the playful DNA of a go-kart. Its pushbutton-start 1.6-liter Ti-VCT I-4 is a willing partner to either a 5-speed manual or 6-speed dualclutch automatic, the latter delivering as much as 40 mpg (hwy) when bundled in the available Super Fuel Economy package that also brings along specific aero enhancements and low-rolling-resistance tires. A comprehensive safety suite including AdvanceTrac electronic stability control and a virtual cocoon of seven airbags is standard, and the Fiesta fairly bristles with class-exclusive communications and entertainment technology. Buy it for frugality or fun.
The long-awaited new Focus turns out to have been worth the wait, challenging small-car perceptions with an upscale combination of amenities and technology. More to the point, it’s a hoot to drive and frugal, too, thanks to a direct-injected 2.0-liter I-4 boasting twin independent variable cam timing. Not enough? Sometime in mid-2012, the 2013 Focus ST (photo) will make its debut, packing a turbocharged EcoBoost I-4 and 6-speed manual. Handling has always been a Focus strength, but now typical front-drive understeer is all but missing thanks to standard torque-vectoring control that distributes torque between the drive wheels to improve cornering traction and turn-in. Then there’s the Focus Electric, said to recharge in half the time of a Nissan Leaf.
It’s no secret that the 444-bhp 2012 Boss 302 has garnered rave reviews, even if its limited production means price negotiation will be virtually nonexistent. And though otherwise mostly a carryover for 2012, we think Ford’s Mustang has never been better. Its base 305-bhp Ti-VCT V-6 is good for up to 31 mpg highway, while the Mustang GT’s 5.0-liter Ti-VCT V-8 generates 412 bhp and up to 26 mpg highway. Handling and braking are now fully on par with power output, and interior refinement is worlds ahead of Mustangs of yore-and the pony car competition. New options for 2012 include selectable steering effort, made possible by electric power-assist steering (EPAS). And the supercharged 550- bhp Shelby GT500 is back with optional Recaro bucket seats.
The Fusion has become a runaway success for Ford, partly by aggressively combating the notion that a midsize sedan must be a boring appliance. Of course, high praise for build quality and safety have also helped, as has the availability of all-wheel drive-a rarity in the segment. And then there’s the riotously fuelefficient Fusion Hybrid whose Atkinson Cycle I-4 teams with an a/c motor for a 41-mpg city rating that is best in class. The Hybrid can run up to 47 mph in electric mode. And let’s not forget the Fusion Sport with its unique 263-hp 3.5-liter V-6, upgraded suspension and 18-in. rolling stock. Want a 2.5-liter I-4 mated to a 6-speed manual gearbox? No problem, and if an automatic is your preference, it, too, will be a 6-speed.
What can we possibly tell you about the venerable Ranger that you don’t already know? This homegrown compact pickup has survived the test of time not just because of very attractive pricing, but also because its model array covers the gamut from inexpensive regular-cab, rear-drive, 4-cylinder, manual-gearbox work truck to well optioned 4-door SuperCab, 4wd, V-6 weekend warrior. Though the basic platform is ancient, the Ranger has earned a reputation for durability, and Ford has made safety technology such as 4-wheel ABS, seat-mounted side airbags and the company’s unique AdvanceTrac stability control with RSC (roll stability control) standard across the lineup. Rumors abound of a new Ranger on the horizon, but for now they remain vague and unconfirmed.
An abbreviated model year of virtual carryover 2012 Taurus will end with the arrival of a freshened, re-powered 2013 model in the spring. Underhood, front-drive versions of the 2013 will offer a turbocharged EcoBoost 2.0-liter I-4 as an alternative to the 3.5-liter V-6 that is updated with twin independent variable-cam timing (Ti-VCT) for notably improved power and fuel efficiency. Although it will look substantially unchanged at a glance, the 2013 Taurus lineup- including the potent twin-turbo awd SHO-will also bring numerous exterior and interior revisions, improved steering and brake feel, electronic torque-vectoring control, and additions-like a heated steering wheel-to its already huge slate of convenience and safety technology.
Ford’s Freestyle didn’t go over too well with the public, so it was renamed the Taurus X for the 2008 model year and given several changes. One of those changes was upgrading to a 3.5-liter V-6 with a 6-speed automatic transmission—this combination improved acceleration by more than 40 percent. Traveling in this quiet-cruising full-size crossover is a delight, with ample space for six people (seven in a pinch) and luggage. Ford’s AdvanceTrac stability control comes standard, and the Eddie Bauer edition is back for 2009. In a sense, the Taurus X represents the return of the traditional American station wagon, but one with the welcome availability of security-enhancing all-wheel drive. The system makes the Taurus X an all-weather machine. Ski slopes, anyone?
For around-town fuel-conscious cartage capability wrapped in a funky urbanchic package, the Transit Connect is hard to beat, thanks to nimble maneuverability, nearly 130 cu. ft. of cargo space and a 1600-lb. payload. Fuel economy comes by way of a 136-bhp 2.0-liter I-4 driving the front wheels through a 4-speed automatic, and should be even better this year by way of a drop in final drive ratio from 4.20:1 to 3.96:1. A plug-in electric variant having a range of up to 80 miles is seeing acceptance in government and utility fleet service. The Transit Connect has developed two distinct personas: panel van and windowed-wagon, the latter gaining popularity with both a taxi-specific model and the XLT Premium Wagon aimed at personal use.
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