The New Steed (Again!?)

"Hmm, there's definitely more chassis than engine here."

After a few months of wheeling my new Ford Fusion during the daily grind, this is the statement that defines the driving experience. There's a solid platform underneath the car's attractive body but merely adequate engine to keep it moving. But wait a second, what happened to that black Lexus IS300 Sportcross? What's with the blue Ford? Let's get to it.

After a few months of Lexus ownership the IS300, unfortunately, started showing the effects of a prolonged stint on the dealer lot. You have to remember that in this wagon-averse country we live, an IS300 Sportcross gets quickly overlooked for the crossover/SUV sitting next to it. To count the number of repairs I've had to do over those months, I was understandably hyper vigilant to any weird noises and cues the car would make during any drive. One example was stretching its legs on a road trip to Orlando for a family event. Having completed replacement of the timing belt, water pump, thermostat and getting the OK from my repair shop on the belts and hoses, I felt pretty good that all the IS300's demons had been exorcised. Stopping at a rest area just short of my destination for a unscheduled bathroom break, I popped the hood to check the internals were still tied together. Turns out the car was STILL leaking coolant and from my quick inspection, the radiator (which was replaced the same day the car was bought) had a small leak. We did eventually make it to Orlando (having bought two bottles of coolant as an assurance) and on the return trip I tried a dollop of radiator leak sealant as a quick fix to get the car home.

T'was good while it lasted 

Needless to say, my outlook on a long term affair with the Sportcross was rocky at best. Visual coolant and general engine checks became a familiar morning routine before starting my commutes. The last straw came while doing one of these checks that I noticed brown, mayonnaise-like goo underneath the radiator cap. At first I thought nothing of it but after seeing the goo pop up repeatedly, I started to become worried. Online searches indicated what I feared most, the very early beginnings of a head gasket failure. Normally this substance would be found under the oil cap but the IS300 showed no sign of this in that location and the oil was clean. Befuddled, I took the car to the repair shop where Frank (really great guy, look up his repair shop here) pretty much confirmed it as very minor head gasket leak. Yup, it's clear, the car's gotta go. Premature? Maybe, but noticing how my anxiety level rose ever so slightly while driving it, I felt justified. My good intentions of buying a low mileage, older car with such a rare quality ultimately backfired. Not even the prospect of upgrading the car's systems deterred my decision to sell it. So, I sold it and I have to say, I didn't lose too much (obviously the funds I sank into its tumultuous maintenance are lost).

Now, on to the new STEED.

Two days after selling the ill-fated Lexus, I welcomed my very first American-branded car to the garage. After browsing the usual used car websites and listings, I came upon this 2013 Ford Fusion SE located in Stuart, just over an hour away. Having had no luck the day before and almost falling victim to predatory salesmen and finance people (koff-HGREG-koff), I figured I didn't have much to lose by venturing outside my locale. The car had relatively low miles, the Carfax and Autocheck websites reported a clean and meticulously maintained history and while it may not be the ultra luxurious Titanium model, it was otherwise well equipped. Reading and watching reviews on the Fusion alluded to a Euro-designed Ford with attractive sheetmetal, a solid chassis with pseudo-sporting intentions and great fuel economy. While I was lukewarm to the MyFord Touch infotainment system based on previous cars reviewed, I applauded the placement of volume and tuning knobs. The other gives-me-pause moment came from the engine bay. This particular SE came equipped with the Ecoboost 1.6L turbocharged four cylinder and while it got good reviews for excellent fuel economy and having satisfactory power for the mainstream buyer, you, my readers, know I'm anything but mainstream. I was hoping to bag the more powerful 240 hp turbocharged 2.0L but I figured I'd be OK with the 179 hp/184 lb-ft of the 1.6L. Wouldn't know until I drove the thing.

And drove it I did.

The Fusion demonstrated admirably road manners. The platform was rock solid, almost Germanic in its stout and planted feel. My girlfriend came along for the test drive and she gave thumbs up for the ride quality. Taking some backroads, the Fusion wasn't as dive-for-the-corners maneuverable as the Sportcross (or even the Mazda6) but it never lost its footing. There would be an initial body heave when diving for a corner but then the SE's slightly starchier suspension would settle, enabling the Fusion to stay planted all the way through. Quick left-right movements of the steering indicated notable room for improvement and the 18" wheels and tires never protested, even as terminal understeer approached. That said, the weakest link in the Fusion's excellent chassis would have to be the engine. There just isn't enough oomph available to take advantage of the Fusion's good road manners. Making a comparison, getting the Lexus IS300 to accelerate at speed required the 5 speed auto to hold a town hall meeting before deciding on the correct gear before the engine came into play. On the other hand, the Fusion's newer 6 speed automatic was a willing partner, offering decently quick downshifts, if only the engine could muster more power. Getting the 1.6L anywhere above 4500rpm results in more noise than forward motion. This results in not being able to squirt into holes in traffic I could most certainly get into with the Mazda (and to an extent, the Lexus). By the time the engine gets up to give me power, the hole would disappear and I'm left letting off gas, the Fusion suddenly lurching in protest.

Perhaps the one thing I praise about the Fusion, other than its ride quality is fuel economy. Sit back, relax and be in no hurry to get to your destination and +28mpg is relatively easy to accomplish. On regular gas. The interior is comfortable, nicely appointed and soft-touch nearly everywhere (a notable exception being the door grab handle, hard, HARD plastic). The MyFord Touch system is actually quite easy to use once you get used to the touchscreen interface. What makes it easy in this particular SE model is the absence of the uplevel Sony sound system with its touch interface surfaces. The stock radio has actually knobs for volume and tuning. To be frank, I hardly use them as the radio presets are just a touch (or two) away on the screen, not to mention the secondary controls on the steering wheel. About that steering wheel, the gauge cluster is populated by two other LCD screens flanking the speedometer, themselves being manipulated by control pads on the 9 and 3 o' clock positions on the steering wheel. These screens are able to display loads of data such as fuel economy (instant or average), vehicle health, entertainment options and phone status. I've found this to be very helpful and as such, I've almost never had to use the touch screen.

To say the last few months with the Fusion have been a hoot isn't entirely correct. I think this proves that Ford has a legitimate player in the mid-sized car segment and the Fusion compares very favorably with its competitors. Sure, it could definitely use more power (ahem, Ford Fusion Sport with the 325hp 2.7L V6 anyone?) but the 1.6L is just adequate and rewards a light foot (which I'm just about adjusting to, thank you). I already have plans for upgrades, such as installing LED lighting in place of halogens and maybe a trip through the Ford Performance catalog. We'll see what the next few years brings and I will definitely try to post updates as the journey continues. For now though, not going to the gas station every few days is quite the experience!

Special thanks to Maria Tamitis at Treasure Coast Toyota of Stuart for the amazing service! 

First Impressions - 2015 Ford Mustang

If you're a fan of sports cars (or any car for that matter) saddled with live axle rear suspensions,stop reading right now.

The 2015 Ford Mustang is perhaps the most widely anticipated car this year, next to the Chevy Corvette Stingray. And for good reason. The sixth generation pony car marks not only the 50th anniversary of the model, but also the first fully comprehensive redesign since the Fox body took the reins for the Mustang's underpinnings in the late 1970s. And with the redesign, comes a beautifully sculpted body that takes its inspiration from the Evos concept of 2012. While Ford shied away from diving into the deep end of the retro-design pool (like the 2005-2013 S197 generation), subtle cues in the body details and lines link the new Mustang to its predecessors. Let's indulge shall we?

First let's get this out of the way: the 2015 Mustang isn't simply a 2-door Ford Fusion although the snouts do look similar. The design mantra first and foremost was "get it right". That said, almost nothing from the previous generation was carried over, giving designers and engineers the freedom to get the proportions of the new car right. Fifty years of out-of-proportion looks and 1970s-era platform nip-and-tucking are swept out the door with the 2015 Mustang's stunning new looks. A brand new platform, lighter and stronger than before provides a suitable anchor for the new independent rear suspension featuring a sophisticated multilink design (take that Camaro). The front end is fitted with struts featuring a ball jointed design that improves ride isolation and steering feel while allowing for bigger brakes to be fitted. The wheelbase is carried over but everything else was altered: the track was widened, the hood and roof lowered while overall length is a tad longer giving the Mustang a true performance stance.

Outside, the 2015 Ford Mustang looks like no other. The shark-like snout features the pony emblem front-and-center in the grille while the headlights are slimmed and menacing, made all the more so by three diagonal light stripes in each bezel. The wide lower intakes add to the width of the car and the hood features details such as creasing that begins at the snout and a domed look to emphasize the power lurking beneath. From the side, the Mustang has heavy details in the sheetmetal with a character line that begins at the top of puffed-out front fenders, runs down the side just below the window and is then carried up over the similarly widened rear fender ending at the tail. The rear end is signature Mustang with individual, sequential three-light bar vertical tail lights framing a blackened center with the chrome pony emblem again in the center (GT models will have the letters 'GT' instead). Below that, a diffuser is framed by twin exhaust pipes. Overall, the exterior design is clean, crisp and new age edgy. On first glance, not only are you assured you're looking at a Mustang but the design featured subtle cues that hark back to previous generations for example, the blacked out B pillar and the angled rear end. Low, mean, ready-to-pounce-on-Camaro-and-Challenger. Apt descriptors.

Inside, the Mustang finally leaves the 20th century behind in favor of higher end materials and a clean, sophisticated. almost aviator-like theme. Longtime Mustang owners will sing kumbaya at the sight of such advanced features as remote start, keyless entry, tire pressure monitoring and a track app for GT models which includes launch control. They might be divided at the thought of a drive mode selector coming between them and pure driving bliss but the majority should welcome the feature. With the selector, drivers will be able to choose between three stages of stability control thresholds, throttle input, steering feel, traction control and shift points on automatic equipped models. Row-your-own-gears Mustangs will also feature a new rev-match option similar to the kind on Nissan 370Zs. Of course, Sync and MyFord Touch are options as well as an abundance of USB and 12V ports.

No Mustang would be worth its pony emblem without a lineup of engines to match the aggressive looks. With the 2015 model, the engines are more or less carried over with a few tweaks and one brand new option. First, base Mustangs carry on with a 3.7L V6 with 305hp and 280lb-ft of torque hooked up to either a 6 speed manual or 6 speed automatic. If you need a V8 in your life, the GT is your model and it carries a tweaked 5.0L V8 with engineering from the Boss 302 program. Expect output to exceed the current model's 420hp and 390lb-ft of torque with your choice of either a manual or automatic, both also featuring 6 speeds. The real big news under the hood will excite those who long for a return of the SVO badge fitted 80s-era Mustangs. For the first time since 1986, the Mustang's engine bay will play host to a turbocharged inline four with EcoBoost technology. Displacing 2.3L, the new mill will produce 305hp. matching the 3.7L V6 but trouncing it with over 300lb-ft of torque. A twin scroll turbocharger along with direct injection and variable timing along the valves are at the heart of this new engine (which will see duty in the upcoming Focus RS).

Pricing for the 2015 Mustang has elevated slightly. Base V6 models with manual transmissions start at $24,495 (add $1195 for the 6 speed automatic). The base EcoBoost model will begin at $25,995 (premium EcoBoost models will sticker for $29,995) while the base GT will open up at $32,925. The most expensive Mustang will be the GT Premium which starts at $36,925 and, of course, a wide range of options will be available. All MSRPs include a destination charge of $825. Convertible Mustangs will follow within a year of release with a a few thousand more greenbacks tacked on to their MSRPs. What would my ideal Mustang look like? Starting with a base GT with the 6 speed manual (while the EcoBoost is an enticing option, a V8 just sounds more proper and I like rowing my own gears) I'd add the GT Track Package for $2495 (includes front strut tower brace, gorgeous black 19" wheels with summer tires, larger radiator, Brembo front brakes, heavier duty front springs, a Torsen rear limited slip differential and deletion of the rear spoiler...who needs it?), a Reverse Parking Sensor system for $295 (can't scratch the paint) and the Recaro Cloth Front Seating for $1595. All in, we're talking a track ready Mustang for $37,310. Oh, and let's not forget that it would be painted in black....cuz that's just how I roll.

With a huge sweep of the broom, Ford has redesigned and re-engineered the 2015 Mustang in such a way that it is primed for the next 50 years. With styling that looks toward the future, cues that provide a glimpse in its past and swathe of engines that are powerful as well as efficient, the 2015 Ford Mustang looks set to take the muscle car wars to the next level. If your heart is still set on live axles, you'd better get a move on to your Ford dealer to catch the last of the 2014s. Otherwise, welcome to the 21st century pony car. 

Images courtesy of Ford.