Showing posts with label Ford. Show all posts
Showing posts with label Ford. Show all posts

January 02, 2013

The 2013 Ford Fusion Hybrid

The 2013 Ford Fusion Hybrid ranks 1 out of 19 Affordable Midsize Cars. This ranking is based on our analysis of 47 published reviews and test drives of the Ford Fusion Hybrid, and our analysis of reliability and safety data.

The 2013 Ford Fusion Hybrid is ranked:

#1 in Affordable Midsize Cars
#1 in Hybrid Cars

Excellent fuel economy, strong performance, great reliability and safety scores, a roomy interior and stylish exterior help the 2013 Ford Fusion Hybrid rank at the top of the class.

The Ford Fusion Hybrid is powered by a four-cylinder engine and electric motor that together produce 188 horsepower. The Fusion Hybrid also has a continuously variable transmission. At 47/47 mpg city/highway, the 2013 Fusion Hybrid has some of the highest fuel economy ratings in the class. Reviewers love how quiet the hybrid powertrain is, noting that it is almost silent, even with the gas engine running. They say that the Fusion Hybrid has plenty of power from a stop and in city driving. Reviewers are divided on the car’s handling, with some saying the steering is light and the car is unwieldy, and others saying the steering is precise and the car is composed. The brakes are disliked for being too grabby. Automobile Magazine writes, "Although some aspects of this driving experience are unfortunately hybrid-like, the newest gas-electric Fusion has nailed the three most important aspects of a hybrid: fuel economy, fuel economy, fuel economy."

The 2013 Fusion Hybrid’s redesigned cabin receives high marks for its roomy, comfortable seats and useful trunk that expands cargo space with a folding rear seat and pass-through. Some reviewers think the interior design is attractive and upscale, while others think it’s boring and has some low-quality materials. The available MyFord Touch infotainment system continues to irritate auto critics, who think it is difficult to use and confusing. The Fusion Hybrid’s notable standard features include dual-zone automatic climate control, an auxiliary jack, satellite radio, Bluetooth, voice-controlled Sync with MyFord infotainment system, MyKey, which sets limits on young drivers, and eight airbags. The Fusion Hybrid can be equipped with features like lane departure warning with lane keep assist, adaptive cruise control, blind-spot monitoring, active park assist with forward sensing system, navigation, Sync with MyFord Touch, a rearview camera, backup sensors and rain-sensing wipers.

"Considering its impressive economy, beautiful exterior, sweet and easygoing personality, and reasonable $27,995 starting price, the 2013 Fusion hybrid is likely to be popular. However, it looks pretty much like any other Fusion from the outside, so if you're looking for a hybrid that shouts its environmental virtue to the world, get a Prius." -- Car and Driver
"Sure, it was a bit softer than we might have liked, but we're glad to report that Ford hasn't let lofty fuel economy goals completely suck the life out of the Fusion. It's about as sporty as a hybrid sedan gets for $30K both in how it looks and how it feels from behind the wheel. Add in its impressive fuel economy numbers and this Fusion is a legitimate alternative to the standard Fusion as much as it is a better, more fun-to-drive competitor to the Prius." -- Inside Line

Other Cars to Consider

The Hyundai Sonata Hybrid’s fuel economy can’t beat the Fusion Hybrid’s, but reviewers like that it doesn’t sacrifice performance in the name of fuel economy. Critics also like the Sonata Hybrid’s upscale cabin and stylish exterior.

The Toyota Camry Hybrid delivers better fuel economy than the Sonata Hybrid, but less than the Fusion Hybrid. Though many test drivers think the Camry Hybrid’s transition from gas to electric power is seamless, some note that the engine is noisy under hard acceleration. The Camry Hybrid’s rear seat doesn’t fold like the Fusion Hybrid’s does, but since the battery pack is located in the front of the car, the Camry Hybrid offers more cargo space.

 http://usnews.rankingsandreviews.com/cars-trucks/Ford_Fusion-Hybrid/

March 07, 2011

Approximately 23,688 Units Recalled Ford Ranger

Pull back car manufacturer Ford car. This time the Ranger pickup in the United States. Ford Ranger should be interesting  because of  damage to  the fuel intake system.

As quoted from autoevolution, Monday (07/03/2011), the National Highway Traffic Safety Administration (NHTSA) recommends Ford Ranger must attract as many as 23,688 units.

The recall involves the Ford Ranger, produced between October 15, 2009 and May 19, 2010. Ranger pulled off the market because there are components to deliver gasoline to the combustion chamber is not sealed properly so that the cause gasoline to leak.

In connection with the incident, the Ford has not yet received the report. Party Ranger car dealership advises users to be careful and pay attention if there kebocaran of the throttle.

Parties Ford will do the repairs on 17 March. Previously, Ford's U.S. must attract about 144,500 units of the F-150 is marketed in the U.S. and Canada.

The car is a car that suffered withdrawals output in 2005-2006. Ford said there were errors in the assembly of these pickup resulting in shorting which ultimately makes airbag not functioning properly.

February 26, 2011

Ford Focus SE Sedan with SFE package


Final EPA figures are now in and the news is good for Ford's latest offering. The Ford Focus SE Sedan with the optional SFE (Super Fuel Economy) package has notched a 28 mpg city rating from the EPA and officially returns 40 mpg on the highway. The Focus SFE becomes the fourth model in the corporate lineup to earn at least 40 mpg, joining the Ford Fiesta SE with SFE package (40 mpg highway) and the Ford Fusion Hybrid and Lincoln MKZ Hybrid (41 mpg city).




Several functional enhancements help the Ford Focus SFE make its mileage bogey. For starters, the most fuel-efficient version of this new compact four-door model is fitted with Ford's six-speed dual-clutch PowerShift automatic transmission, a cog-changer that improves mileage by up to nine percent compared to a conventional four-speed autoshifter. The other key SFE-spec enhancement is an active grille shutter system that automatically opens and/or closes to meet underhood cooling requirements. In addition to speeding warm-ups and optimizing aero efficiency, Ford says the shutters can cut CO2 emissions by up to two percent. Also in the mix are special 16-inch steel wheels with low-rolling-resistance tires, four-wheel disc ABS brakes and a special "SFE" badge.

First Drive With Ford Mustang Boss 302


 As you plunge through the fabled Corkscrew at Monterey's Laguna Seca Raceway literally unable to see the apex of the next corner that you hope to brush in a hundredth of a second or so, you realize the scale of the task Ford engineers cut out for themselves as they went to create the Ford Mustang Boss 302. Their clearly defined goal was to create a Mustang that could lap Laguna Seca faster than the highly praised, super-specialty BMW M3, a car that has a Kelley Blue Book Fair Purchase Price in excess of $60,000. Oh, and by the way, the new Boss 302 should do nothing to detract from the legend created by the first Boss 302, a 1969 model that quickly cut a swath through American road racing.

What Ford engineers have created, led by Mustang chief engineer Dave Pericak, succeeds on many levels, and if it falls short in an area or two, it is only because that area could contribute nothing to the over-arching goal of out-performing a performance icon. So if the interior is a bit plain-jane, if there are plastic grille inserts where a little more bling might seem to fit, it is only because adding efforts (and costs) in those areas wouldn't do anything to out-run an M3 through the hairpin.

As Ford's chief marketer, Jim Farley, told us, "What I'd really like to see from this car is for someone make a lot of money street racing, doing something maybe even against the law. It's about pure driving."

While Ford's legal department might not endorse that point of view, we think thousands of Mustang enthusiasts the world over will. So how did Ford engineers go about their task?  Well, first, they knew instinctively that more horsepower could only help their cause. The 412 horsepower from the five-liter V8 engine in the Mustang GT is nothing to sneeze at, but upping the ante to 444 horsepower would only make things better. So Mike Harrison and his crew decided that a new intake system was mandatory.

"We wanted three things from the engine," he said. "We wanted it to breathe, rev and be durable."

Those worthy goals involved lots of manifold work. The resulting runners-in-the-box plenum and velocity stack give the engine an ability to breathe that rival forced induction, and the manifold is accompanied by more aggressive camshafts actuated with the same twin independent variable camshaft timing (Ti-VCT) mechanism used on the Mustang GT. Other technical niceties include unique cast-alloy cylinder heads that receive hours worth of CNC machining. Lightweight hollow-stem valves help the valvetrain remain stable all the way to the 7500-rpm redline. An oil-cooler and a larger radiator were fitted so the Boss 302's engine will live with the higher stresses that churning out all that horsepower and 380 lb-ft of peak torque can create.

While engineers fiddled with the airflow into the engine, they also played a few interesting games with the airflow out of it. The Mustang GT exhaust system was deemed to be just dandy in terms of proper but not excessive backpressure, so they decided to turn the exhaust system into a giant pipe organ that plays some beautiful music. From a car like the Boss 302 you might expect two rear exhaust outlets, but you might not also anticipate the twin side outlets that send exhaust gases through a set of metal discs tuned as much for their macho note as for anything else. Sadly, the side outlets are basically invisible from a normal vantage point - perhaps more obvious outlets were victims of liability issues, namely customers sizzling their shins.

The six-speed manual transmission features a short-throw shift lever topped with an eight-ball-inspired knob. During our test drive the box was a bit more vague than we expected, but we quickly came to terms with it. The 3.73 ratio solid rear axle (more on this later) features a carbon-fiber-plate-equipped limited-slip differential, while those seeking even more can opt for a Torsen torque-sensing diff that is packaged with Recaro front seats.

Lest you forget, the Boss 302's mandate was to be the best-handling Mustang ever, so the Mustang GT's suspension system got worked over substantially. The headline-news is the adjustable suspension that offers customers five levels of performance all accessible in Henry James' fashion by The Turn of the Screw. In this case the shocks are adjusted by using a standard flathead screwdriver to rotate the adjustment head at the top of each shock tower whether inside the trunk and under the hood. While we applaud the simplicity of the arrangement, we have to admit a bit of worry that some customers might inadvertently dial up a 5 (full-on track) setting on one shock and a 1 (boulevard ride) on another. Having this error engineered out with a dashboard or console-mounted actuator might not be a bad idea.


Speaking of ideas that aren't bad, we would also toss in that modern wonder - independent rear suspension. Yes, the Boss 302 has a larger diameter rear stabilizer bar, higher-rate springs and stiffer bushings, but all that cannot make up for the skittery handling of a live rear axle when it encounters uneven surfaces. The Boss 302 loves smooth pavement, but it doesn't appreciate one rear wheel encountering a dip the other one doesn't feel.

We have no complaints on the speed-sensitive electronic steering system, also revised from its Mustang GT application. It, too, can be calibrated to fit the driver but this recalibration can be done without the benefit of a flathead screwdriver. Instead, Comfort, Normal and Sport modes can be accessed from the instrument cluster. Also driver-controllable are the traction control and stability control systems. In typical situations both are engaged, but the driver can select an intermediate setting that allows more aggressive maneuvers before they engage, or the driver can turn them off altogether and see what that gets him. On the challenging Laguna Seca track we found the fully engaged mode to be completely transparent, so that might tell you something both about them and us.

We also have no complaints about the unique lightweight 19-inch black alloy racing wheels shod with Pirelli PZero summer tires. The staggered wheels - 9 inches wide in front and 9.5 inches wide in the rear - carry, respectively, 255/40ZR19 and 285/35ZR19 tires that are said to be good for more than the Boss 302's 155-mph top speed. All that go requires the stopping power of a brake system that includes Brembo four-piston calipers acting on 14-inch vented rotors in the front and standard Mustang GT brakes upgraded with a Boss-specific high-performance pad compound in the rear. Even during the demands of the track the brakes proved excellent.

When it came to styling, Ford sought to retain some of the essence of the 1969 Boss 302 while giving it a contemporary "bad boy" feel. To go in that direction each car will have a second-color roof panel - either white or black - coordinated to the color of the nostalgic side "C-stripe."  The color palette also draws liberally on the fabled past with exterior hues like Competition Orange, Performance White, Kona Blue Metallic, Yellow Blaze Tri-Coat Metallic and Race Red.

The biggest styling alteration is the big, aggressive lower splitter, designed to manage airflow around and under the car. At high speeds it is helpful in cutting front-end lift, under-car drag and, as a bonus, it helps direct air into the cooling system. While the splitter is properly "racecar," the grille looks a bit cheap with its plastic fillers in the spots where fog lights would otherwise find a home. On the other hand, we like the looks of the black-painted alloy wheels.

We have to admit we are old-school enough to appreciate fabric-covered seats, and the optional Recaros that resided in the various test vehicles we drove are particularly good with excellent bolstering. We're less enthusiastic about the instrument panel, which is plain to the point of dullness and demonstrates how far interior design has moved since this generation of Mustang first hit the streets. In defense of the panel, though, it does offer big speedometer and tachometer readouts in traditional fashion. Further, a fashionable dashboard never made a car go faster. The "Powered by Ford" door sill cover makes a vivid first impression, and the Alcantara suede-covered steering wheel was a joy to hold.

So does the Boss 302 accomplish the objective of beating the M3 around Laguna Seca?  Well, the M3 brought out for comparison purposes was retired with an unnamed malady before we had a chance to try it, but we're certain that the Boss 302 with its massive power and torque could be more than a match for the M3 at that venue. What surprised us more was that the Boss 302 offers good roadholding and fine handling finesse without beating up its occupants with a buckboard ride. The electronic power steering is more communicative than you might guess, and the heavy dose of torque and engine flexibility allows you to stay with gears longer than you might in a more highly tuned, smaller displacement car.

For those who want even more, Ford will offer a Laguna Seca version of the Boss 302 that commemorates the track where Parnelli Jones won the 1970 Trans-Am Series opener in - what else - a Boss 302. The Laguna Seca ditches its rear seat in favor of cross-bracing and features a firmer chassis setup and an aerodynamics package carried over almost in its entirety from the Ford Racing Boss 302R. Both the Boss 302 and Laguna Seca version will arrive in limited numbers later this year.

Ford Focus Review



There is a radically improved, top-to-bottom redesigned version coming soon that'll have you kicking yourself should you go ahead and pull the trigger on a Ford Focus. While it offers simple, fuel-efficient transportation with the unique convenience of Ford's Sync system, the current Focus pales in comparison to its rivals from abroad. The new car, on the other hand, has the potential to be a class leader. The reason for this colossal gap in desirability from one model year to the next stems from the fact that North America skipped a Focus generation. While Europe got a second-generation car, the American market soldiered on with essentially the original Focus introduced 11 years ago. Styling was altered (twice), feature content was enhanced and a two-door coupe came and went (it's been discontinued for this model year), but the current Focus is very much a dinosaur. In some ways, the Focus actually got worse as it got older, inexplicably eliminating its telescoping steering wheel, discontinuing its hatchback body styles and trading its once spry handling for a rather soggy, comfort-oriented ride. While it has become a much more reliable car, the magic we once heralded has been gone for years. If you can wait, we'd highly recommend hanging on for the next-generation Ford Focus. Its world-class engines, driving dynamics, interior quality and exterior style are bound to make waves. However, if you can't wait, we'd recommend the current crop of compact sedan leaders such as the Honda Civic, Hyundai Elantra, Kia Forte and Mazda 3 instead. And if you like the idea of Sync and buying American, the smaller Ford Fiesta is a wonderful little car that provides a glimpse of just how good the next Focus will be.

The Ford Focus is a compact sedan available in S, SE, SEL and SES trim levels. The base S gets you 15-inch steel wheels, power locks, keyless entry, air-conditioning, a 60/40-split rear seatback, a tilt-only steering wheel and a four-speaker stereo with CD player and an auxiliary audio jack. The SE adds 15-inch alloy wheels, power windows and mirrors, and satellite radio. The optional Ford Sync Equipment Group adds voice-activated controls, real-time traffic, directions assistance, Bluetooth, iPod control, an auto-dimming mirror, cruise control and a leather-wrapped steering wheel with audio controls. The Focus SEL adds 16-inch wheels, foglamps, a sport-tuned suspension, heated mirrors, heated leather front seats and the Ford Sync Equipment Group. The SES is equipped similarly, but has 17-inch wheels and special front and rear fascias, but not the heated leather seats. Both the SEL and SES can be optioned with the Moon and Tune package, which adds a sunroof and a nine-speaker sound system with a subwoofer.

The Ford Focus is powered by a 2.0-liter inline four-cylinder engine that produces 140 horsepower and 136 pound-feet of torque. A cleaner version of that engine sold in California-emissions states earns PZEV tailpipe-emissions certification and produces 132 hp and 133 lb-ft of torque. A five-speed manual is standard on all trims but the SEL, which comes with a standard four-speed automatic. That transmission is optional on the other trims. In testing, an automatic-equipped Focus went from zero to 60 mph in a slow but class-typical 9.7 seconds. EPA-estimated fuel economy with the automatic is 24 mpg city/33 mpg highway and 28 mpg combined. Sticking with the manual ups the highway number to 35.

The Ford Focus comes standard with stability control, antilock brakes (front disc, rear drum), front-seat side airbags and side curtain airbags. The Focus also comes standard with Ford's programmable MyKey system, which allows parents to specify limits for vehicle speed and stereo volume for their teenage drivers. In government crash tests, the Focus received four out of five stars in a frontal collision. It got five stars for side impact driver protection and four stars for side impact rear passenger protection. The Insurance Institute for Highway Safety gave the Focus its best rating of "Good" in the frontal-offset crash test and the second-best rating of "Acceptable" in the side crash test.

At night, the cabin of the Ford Focus has a high-tech feel about it, thanks to a soothing cool blue glow from the gauges and optional customizable ambient lighting. But these lighting effects do little to mask some interior missteps, including cheap-looking plastic interior bits that don't fit together particularly well. Comfort is adequate -- even for extended road trips -- but without a telescoping steering wheel, taller drivers will find its seating position a far-reaching affair. Luggage capacity is also suitable for road trips at nearly 14 cubic feet, with 60/40-split-folding rear seats at the ready for even more storage. One other nice attribute is Sync, a voice activation system that allows hands-free operation of mobile phones, iPods and other MP3 players. It also gives the driver the ability to acquire driving directions, traffic conditions and other information by pairing it with Bluetooth-enabled phones.

Behind the wheel of the Ford Focus, you'll likely be pleased with the relatively quiet and smooth ride quality. Engine performance is also respectable for a small car, but the four-cylinder can sound noisy and the four-speed automatic is increasingly outdated by competing models' five-speed units. To its credit, the Focus has commendable steering response and feedback when driven hard, but it's just not as fun as past Focus models. Those hankering for a bit more fun and refinement are going to be happier with a Honda Civic, Kia Forte SX or Mazda 3.

February 24, 2011

Ford Super Duty Review

The Ford Super Duty line of heavy-duty pickup trucks was completely revised and improved in just about every way imaginable just a couple years ago, so it's still a very new truck, and changes for 2010 are minimal. (A new Super Duty is expected for 2011.)

This generation of Ford Super Duty trucks is the best ever. It has all of the capability expected of a heavy-duty pickup, yet it is comfortable, rides well, and delivers a lot of value. With realistic expectations, any faults will seem minute when compared to the ability to plow a big parking lot, pull a regular-size car, or tow a small house.

The Super Duty line can haul from one to three tons. It can tow from three tons to more than 12 tons. It can carry three to six real-world people with room to spare. And the door pockets, glovebox, and console will hold more stuff than the entire trunks of some sports cars.

For 2010, Ford has expanded its relationship with Cabela's, the world's largest outdoor outfitter, by offering a Cabela's trim level, which features a unique two-tone paint scheme, specially embossed interior features and additional lockable storage for keeping equipment secure and out of sight.

Ford's Sync, the voice-activated hands-free communications and entertainment system, uses USB ports and Bluetooth wireless connectivity to link phones, media players, and other devices to the truck's system. Voice-activated navigation with Sirius Travel Link and an eight-inch touch-screen is available, also. For commercial and owner-operators, Ford's Work Solutions system provides facilities for GPS linking; add a laptop and printer and your truck is a rolling office. For 2010, SYNC has been expanded to include Traffic, Directions and Information; among other things, this allows hands-free access to personalized traffic reports, turn-by-turn driving directions and up-to-date information on such things as news, sports and weather.

For 2010, Tough Bed is available, a military-grade, factory-installed spray-in bedliner. It's applied to the bed by a precision high-pressure automated sprayer to ensure one thin, smooth, even coat, thus eliminating the chances of runs or sags on the inside walls of the cargo box. Its uniformly textured surface also helps minimize load slippage, and it has a high-quality appearance.

February 23, 2011

Ford Fiesta Review

The all new 2011 Ford Fiesta resurrects a legacy nameplate in the Blue Oval family with a sparkling new sedan and hatchback that sport new technology inside and underneath. The result is a car that today's newly arrived urbanites should find perfectly fitted to their needs, wants and comforts.

Inside, the Fiesta breaks new ground in the mobile multimedia market with a voice activated infotainment system that augments the traditional AM/FM/CD/MP3 stereo with audio and podcasts streamed into the car's sound system via a Bluetooth link to a smart phone. Non voice audio controls and for creature comfort settings revert to basic knobs and buttons that are sized and arrayed for ease of use with minimal distraction from the driving task.

Comfortable seats have enough side and bottom bolsters to keep occupants properly positioned, but gingerly, without obstructing ingress and egress. Quality of interior materials is either on a par with or a tick or two above the expected standard for cars in the new Fiesta's class. Ford wants to boost this even further, too, with something not commonly found on cars in this size and price class: Leather seating surfaces and heated front seats are optional on the top of the line sedan and hatchback.

Underneath, the Fiesta introduces a new transmission technology as an option to the Fiesta's standard, 5 speed manual gearbox. This is a 6 speed, twin clutch, automated manual that operates like an automatic but with the fuel economy of a manual transmission. This offers what approaches the best of both worlds for people who like driving but live a city centered life: not having to deal with a clutch pedal but enjoying authentic manual transmission gear changes and the traditionally better fuel economy of a row your own gearbox. Evidence of this latter benefit is the EPA estimated, city/highway rating of 30/40 miles per gallon for the 6 speed against 29/38 mpg for the 5 speed. Normally, an automatic would come up two or more mpg short of a manual.

The new Fiesta feels right at home running around town and on weekend errands. It slips conveniently into fleeting gaps in stop and go urban traffic and into space limited parking slots. Its 120 horsepower, 1.6 liter engine will take the daily commute in stride. Ride is smooth. Wind and road noise is decently muted. Steering feel is certain. Corners taken at responsible speeds reveal little body roll. This means it'll also handle quite well a relaxed Sunday drive to the coast or to a family gathering.

The two body styles make distinct statements. The sedan is an interesting combination of an American style econobox with softened edges and a high rear deck (trunk lid). The hatchback presents a more satisfying, Euro like profile, with nicely wedged side character lines and an almost sensuously rounded posterior. Choice is in the eye of the beholder, but both are pleasant and more than competitive in today's design conscious new car market.

Manufacturer's suggested retail price of $13,320 for the base 4 door sedan and $17,120 for the top level, 5 door hatchback make the 2011 Fiesta competitive in the financing side as well.

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