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.

Review - 2012 Ford Focus SEL

2012 Ford Focus SEL

Americans are a whiny bunch.

While Europe basked in the glow of sporty, upscale and beautifully created Ford sheet metal, we in the good ol' United States of 'Murrkha have had to soldier on with Ford cars that were, in a word, uninspiring. After the design breakthrough that was the 2000 Ford Focus, a car that practically transformed the compact car segment at the time with fresh design, great ride/handling characteristics and a subtle upscale flair, Ford pretty much did what Detroit has been accused of doing: let its products languish with no significant freshening or redesign that captured consumers' attention. To make matters worse, Europe had a brand new Focus in 2005 that spawned numerous performance models (ST, RS) while Americans had to deal with a facelifted version of the first generation Focus that lost the eye-catching 5 door hatch but gained a very frumpy looking 2 door coupe (losing the well regarded SVT version in the process). The Europeans laughed yet again.

Cry no more Americans.

Ford (or rather its new CEO, Alan Mullaly) has heard your cries and pledged that American and European models would now be aligned in both development and production under the 'One Ford' mantel. This basically means that the same Ford cars that Europeans get will be the same models shipped over for us here in the States, with minor alterations for safety and emissions purposes. The first product of this philosophy was the sub-compact Fiesta, which featured Ford's distinctive 'Kinetic' design language. A series of trapezoidal shapes with flowing curves and dimensions, gives the little Fiesta an upscale look and inside, Ford has jacked up the quality as much as can be had in a $15k car. The next round in Ford's salvo was the Focus and is the subject of today's test.

The compact segment is a fiercely fought battleground between manufacturers. The Asians (particularly Honda and Toyota) have long ruled this part of the market with cars that were rock solid in quality and reliability while American counterparts did little more than provide a presence, if not competition. The recent spike in gas prices have literally forced manufacturers to react with products that provide every bit the efficiency and features that suddenly cash-strapped customers want in their vehicles. Downsizing is the new trend and Ford has capitalized on this by introducing a Focus that blows the previous (American) model out of the water in terms of styling, features, handling and quality.

 

The 'Kinetic' design theme of the Focus is instant at first glance. While the front end may come off as a bit busy with the plastic 'fangs' that bisect the large trapezoidal grill, the rest of the design is quite pleasing and sporty. Here, the 5 door hatch is the more dynamic looking of the two available body styles, the sedan being the frumpier, basic version (no wonder the new ST model is based on the hatchback). This particular SEL model comes with attractive 16" wheels, fog lamps and a hatch mounted read spoiler for a further sporting appearance. Inside, Ford has upped its game with a design that is at once futuristic and refined in appearance. The steering comes readily to hand with tilt, telescopic capability and the seats, while not powered, are easy to adjust for a comfortable position. The driver's is faced with gauges that feature the principal tachometer and speedometer with an information screen in between both that is customizable via a 4 way controller on the left side of the steering wheel. Various aspects of the car can be called up, such as fuel economy, engine diagnostics, trip information as well as navigation prompts (when equipped as such) and audio information.

Driver's Instrument Panel

Bluetooth (both phone and streaming audio) comes with the SEL package as well as Ford's SYNC voice control and a 6 speaker sound system. Inputs for Auxiliary and USB are provided in the center storage behind twin cupholders. The interior materials are first rate for the class, although some of the harder plastic did make its presence known in areas where hands aren't likely to go. All in all, the cabin was quite airy and spacious, the seats were comfortable and there was good rear seat leg room, so long as the front occupants aren't taller than 6 ft. The rear seats do fold down to expand the rear cargo area and, this being hatch, is cavernous. The center console also has a small touchscreen LCD allows control of the sound system and provide other information such as temperature and time.

Center dashboard

All Focuses (Foci?), save for the sporty ST, are equipped with a naturally aspirated 2.0L Ti-VCT direct injected inline four cylinder, rated at 160hp and 146lb-ft of torque. Power can be routed through either a 6 speed manual or, in this case, Ford's new Powershift 6 speed, dual clutch automatic transmission to the front wheels. The suspension consists of McPherson struts up front and a multi-link 'Control Blade' setup at the rear, an evolution of the system that made the original focus such a hoot to drive.

2.0L Ti-VCT direct injected inline four cylinder engine

Out on the road, the Focus revealed why it is often a best seller in its category. The ride/handling balance was BMW-like in that around town, the suspension did its best to soak up any surface irregularities while the dampers quelled body roll in turns. Some impact harshness did make its way through but rarely was the chassis overly upset that occupants were jostled around. Through an empty stretch of road, the 2.0L motor provided adequate acceleration while the electric power assist steering (EPAS) gave decent heft and adequate feel to the driver. Despite not having the handling package of upper Titanium models (18" wheels, stiffer and subtly lower suspension), the SEL proved to be very playful and eager when the driver gets on it. Out on the highway, the Focus is a great long distance cruiser, the seats being supportive and the steering tracking dead straight with little need to correction. The Focus is an excellent package and a sterling value when equipped with the SEL package, marred only by one thing which, to be fair, most of the public may not notice: the transmission.

Powershift 6 speed dual clutch transmission

Ford's Powershift dual dry-clutch six speed transmission is an attempt to add sophistication to the driving experience while enhancing fuel economy. It's hard not to compare the driving experience to Volkswagen's brilliant DSG but it's German counterpart does a phenomenally better job at swapping cogs in both manual and auto mode. The Focus transmission suffers from too much lurching and hesitation, whether in auto or manual modes and can often be caught flat-footed when negotiating a corner and a downshift is requested to power out. To Ford's credit, numerous software reprogramming was done as a running refit to all Focus vehicles and they've responded well to quelling the transmission's inadequacies but it still has a long way to go to match VW's DSG. I also found the rocker switch on the upper neck of the gear lever to be quite odd. Why not just add paddles on the steering wheel? Or just have a dedicated notch for the transmission stalk to slip into for the driver to do manual shifting? Like I said, most of the driving public may not notice this but around town, this was a constant nuisance to me. Slipping into Sport did wake up the transmission by holding gears longer and improving shift times a bit but it does hurt fuel economy. Naturally, the transmission is tuned to reach for the highest gear whenever possible and with EPA ratings of 26 city/37 highway, it's hard to fault the results. But trying to up the tempo when it was time to play was frustrating. Over the time I had access to the Focus, I got so used to leaving it in Sport that when it was time to do a highway run, I noticed the engine buzzing away at over 3000 rpm at 80mph and wondered if something broke. It was only after my eyes glanced down at the instrument panel that I realized the transmission was left in Sport. Shifting it back to Drive quelled the noise noticeably and settled the car down. Out on the open highway, the Focus proves to be an able long distance cruiser, providing a ride that is noticeably firmer than a Corolla or Elantra but not overly harsh. That's a European ride for ya.

The other notable talking point in the Focus, ironically, involves SYNC. The voice control system works well enough that most commands are accepted but say a wrong command and the nice lady in the dashboard will give you a lecture in how to speak properly. And she will not. Shut. Up. That said, it's refreshing to have hard buttons and knobs to play with such that you don't really need to interact with her (having a front passenger to aid with adjusting climate control and radio tuning helped immensely here). To be fair, SYNC is supposed to help the driver keep his eyes on the road and it does that job well enough for simple commands like radio tuning or Bluetooth calls. When you ask nicely that is.

For 2013, the SEL trim is no longer offered, having been replaced by either optioning the base SE or going for the fully loaded Titanium model. However, the SEL makes a great buy on the used car market with an excellent equipment package. From a base hatchback 2013 Focus that goes for $19200, the SE can be optioned similarly to around $22000 (including destination). In general the Ford Focus is a solid, excellent package and a breath of fresh air for the segment. It rivals the Mazda3 in the fun-to-drive factor while giving the Volkswagen Golf, Toyota Corolla and Chevy Cruze a run for their money in terms of quality and practicality.

Rejoice America, rejoice.