Short Take - 2018 Ford Fusion Titanium

Recently, I was given the chance to test a 2018 Ford Fusion Titanium model while my own '13 Fusion was in the shop for service. Having been updated for 2017, here was an opportunity to see the changes made up close and whether or not Ford has really improved on an already good car.

On the exterior, the '18's more chiseled and refined look is readily apparent. The grille has more of a rounded look and is slightly less garish than before. Headlights are squintier and now employ LED lighting as LED running lights (and fog lights). The side profile is largely the same while at the rear, a chrome strip now runs in-between the restyled taillights. Not a dramatic restyle,more of a subtle freshening that does improve on an already good looking sedan. Among its peers, the Fusion is still one of the most attractive mid-sized sedans on sale today.

Inside, the seats were fitted with nice cream leather, dashboard and areas surrounding the 8 inch touchscreen had a soft touch material similar to my Fusion. Disappointingly, harder, cheaper plastics still plagued areas below the regular touch points, such as the glovebox and console surround. Also annoying, the top half of the door armrests were outfitted with soft materials where you'd normally rest your elbow, but hard, cheap plastic immediately below that. The contrast was surprising,especially in the Titanium model where materials were supposed to be a bit nicer than my SE model. The transmission lever has been ditched in favor of a rotary gear shifter, obviously taking a page from Chrysler. This frees up space on the console and junks a major irritant of mine: the rocker switch on the transmission lever for manually selecting gears. Paddle shifters are now present on the steering wheel, a far easier way to manually manipulate the transmission.

Another huge change was the departure of the maligned and fiddly MyFord Touch infotainment system and the arrival of the new Sync 3 system. With snappier response and a more intuitive design, the system proved infinitely easier to use and with the addition of Android Auto and Apple Carplay, drivers have the choice of how to interact. Also gone are the touch sensitive surfaces below the screen, replaced with a logical array of buttons to manipulate the sound system, climate control and heated seats. Overall, the interior is still a nice place to reside. The front seats have good support, lacking only side bolsters to hold the driver in place during spirited driving. Rear seat space was also good, though the leather is slightly harder. Trunk space is roomy, though I did notice the handle on the inside of the trunk lid was no longer there. This might be nitpicking, but it was nice to not have to touch a dirty trunk lid in order to close it on my '13 SE Fusion by using that handle. A minor issue probably, but someone upgrading from a '16 to a '17 Fusion will notice.

Engine choices haven't changed dramatically during the revamp, save for the addition of the 325-hp, 2.7-liter twin-turbo V6 in the new Fusion Sport.  A 1.5-liter turbo four-cylinder producing 180-hp replaced the 1.6-liter used in the SE model while the 2.0-liter turbocharged four-cylinder sees a 5-hp increase to 245-hp. Base Fusions can still be had with a naturally aspirated 2.5-liter four-cylinder. All powerplants drive through a six-speed automatic which has been tweaked for smarter shifts. All-wheel drive is optional with the 2.0-liter and standard with the V6. A wide array of wheel sizes and designs are available from 16" up to 19". My Titanium tester sported machined alloy 18" wheels which nicely played off the Oxford White paint finish.

Setting off, the driving impression is not too different from the SE though there is a more solid, substantial feeling through the steering and seat. This Fusion felt a lot more smoother and planted, perhaps due to the addition of all-wheel drive. However, unlike the lighter SE, the Titanium's responses were dulled by its weight and unwillingness to quickly negotiate tight turns. The 2.0-liter's added thrust however made short work of spots in traffic and traction was never an issue. Turbo lag was inherent, but the newly tweaked six-speed automatic shifted decisively and always found the right gear, keeping the turbo four in the meat of its power band. Pushing the S button in the middle of the rotary shifter makes gear swaps snappier and holds gears longer. The overall impression of the Titanium model is more of a relaxed cruiser than corner carver which is just fine for most people. Drivers seeking more thrills will want to check out the Sport model. The Titanium was also well equipped with the aforementioned Sync 3 system including voice activated navigation, SiriusXM satellite radio and travel services, a power moonroof and Sony sound system. The Fusion starts at $22,215 for a base model with the 2.5-liter engine while my Titanium tester starts at $30,490 with an as tested price of $32,430.

Ford has done a good job building on an already good sedan. The 2018 Ford Fusion is still a competent pick in an ever increasingly competitive set of sedans. While it may not be the sharpest handling, or most comfortable out there, it does most things well enough to satisfy a broad swathe of people. However, with the popularity of crossovers reaching a fever pitch, the Fusion's greatest foe might not be the Accord or the Camry, but from the Edge and Explorer crossovers sitting across the showroom.


Special thanks to Pines Ford for aiding in this review!

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.

First Impressions - 2015 Lincoln Navigator

Do we even remember that the Navigator even exists?

While I've waxed poetic about the fortunes of Ford's luxury arm, I've pretty much given Lincoln the benefit of the doubt. One must remember that Cadillac had to go through a serious renaissance that began with self realization and then effective planning. Lincoln appears to be currently going through this with, well, limited success. We have the new MKZ which, despite looking nothing like it's more mundane Ford Fusion sister, is still based on a Ford platform (a good one to be honest). And while the split-wing grille has been proliferating throughout Lincoln's lineup, one large, tuxedo-wearing gorilla in the room has been left untouched until now.

Not many people remember that it was initially Ford that came up with the idea of sticking a chrome grille to the front of its regular Expedition full-size SUV, adding more standard equipment and calling it the Navigator in the mid '90s. So successful was this formula (at the height of the body-on-frame SUV craze) that Cadillac jumped on the bandwagon, imitating Ford's move by rehashing the Chevy Tahoe into the Escalade. At first, it was the Navigator that ruled the full-size luxury SUV roost until 2002 when Cadillac redesigned the Escalade, making it more angular in the vein of the then-new CTS. Thus began the tipping of the scales. The Navigator quickly became relegated to the back burner in the wake of not just the Escalade's bling-bling factor but new competition from the Infiniti QX80 (previously QX56), the Mercedes GL Class and regular stalwarts Range Rover and Lexus LX. In fact, so old is the current Navigator that seven years (an eternity in the automotive universe) have passed since it was last fully redesigned. With Lincoln focusing its energy on the MKZ sedan and MKC small crossover, not much funding was left to initiate a full redesign of the aging barge so instead, a heavy refresh would have to do and thus, we have the 2015 Navigator.

Looking head-on or astern, you would be forgiven for mistaking the big Navigator as an all new product. The heavily chromified split-wing grille is a better adaptation than what you'd find on the humpback-whale MKT crossover and includes LED lighting trim and standard HID headlights. To my eyes, it looks much better than the metallic mess that adorns the current model. However, from the A-pillar rearward, its pretty much business as usual. Looking from the sides however, you can't tell the old from the new as the greenhouse is largely the same. At the rear, an attempt was made to make the Navigator's huge butt look less substantial but the only nice thing I can think of when looking at the full-width LED lighting is how much it pays homage to the Dodge Durango's rear end. Imitation is the sincerest form of flattery I suppose. Twenty inch wheels will be standard fare, replacing the base 18s of the current model, and massive 22s will be available as part of a higher priced 'Reserve' trim to compete with the Escalade's Platinum model. The chassis is largely the same seven year old bones as the current model which means an all independent suspension front/rear, differing only by the adaptation of Lincoln's Continuously Controlled Damping system. This allows the driver to configure the dampers between three modes: Normal, Sport (!?) and Comfort.

The biggest change to the Navigator lies under the hood. Gone is the tried and true 5.4 liter Triton V8 and in its place is Ford's much touted 3.5 liter twin turbo EcoBoost V6 engine with preliminary power figures of 'over 370hp and 430lb-ft of torque'. While much lower than the rival Escalade's 420hp/460lb-ft 6.2 liter V8, Lincoln claims the 2015 Navigator will out-tow the Cadillac to the tune of 9000lbs while posting class-leading fuel economy figures. Power is directed through a six-speed automatic to either the rear wheels or an optional all-wheel drive system. Also for the first time, electric power steering will be equipped to enable ease of handling the big beast.

Inside, the Navigator will still have the largest interior volume of any full-size luxury SUV. Up to eight passengers will be coddled with three different kinds of leather wrapped seats (one of them only available on the Reserve trim) and, in the extended wheelbase 'L' version, the benefit of more cargo room. The front occupants will face an updated dash with an 8 inch touchscreen housing the MyLincoln Touch infotainment system. Euro stitching will be sprinkled around the cabin though I couldn't help but notice in some of the images, the addition of cheap looking plastic surrounding the climate control vents, some of the door surfaces and the center console. As a whole, it looks rather nice but until I get actual seat time I'll reserve judgement.

Can the 2015 Lincoln Navigator restore Ford's luxury arm to its former glory? Can the luxury 'ute that started it all for Cadillac and Infiniti entice rappers and moguls to return to the Lincoln fold? For all the refresh dollars spent on this vehicle, there's only so much plastic surgery can do. When placed up against the redesigned 2015 Cadillac Escalade, things look downright negative. However, the full-size luxury SUV segment is still a big time market and Lincoln can at least claim a fair amount of loyalty among its customers. Perhaps this heavy refresh will entice current customers to stay in the fold while attracting new ones looking for an efficient luxury rig to tow their expensive toys while hauling 7.4 kids. Lincoln needs inspiring vehicles that are able to stand on their own in order to properly compete with established luxury marques. The MKZ and new MKC are steps in the right direction but in the face of Cadillac's commitment in faithfully redesigning its Escalade, Lincoln's attempt to renew interest in the Navigator looks downright awful. In other words, don't expect 2 Chainz or Lil Wayne to start rapping about lusting after the 'gator on 22s anytime soon.

Images courtesy of Lincoln.

2014 North American International Auto Show - 2015 Ford F-150

If ever American automakers have a chance to shine, surely it would be in Detroit aka the Motor City. The North American International Auto Show is possibly the single most important place where legacy automakers Ford, General Motors and Chrysler can really strut their stuff and this year was no different. However, other automakers see the show as the event as both a place to cement the importance of the American market to their individual brands and the chance to heighten competition in wide array of segments. I've personally looked forward to attending in person one day but alas, I've never gotten a chance (braving the merciless northern winters be damned).

While basically every automaker with an interest in the U.S. market has a presence, I'll focus on the significant debuts as well as a few surprises, starting off with what I think is the most important debut this year.

2015 Ford F-150

2015 Ford F-150

Just how important is a pickup truck to an automaker? So American is this vehicle, that fierce rivalries develop between not just the automakers that build them, but owners as well. While foreign brands have tried to infiltrate the market to varying degrees of success (re: Nissan Titan/Frontier and Toyota Tundra/Tacoma), it remains a distinctly three-way fight between Ford, GM and Chrysler. As far as sales go, only one stands cab and wheel above the rest and that is the Ford F-150. Not only is it the best selling truck in America, it is the best selling vehicle ever, with annual sales around the 700,000 number. When a vehicle defines your bottom line, you really can't afford to screw it up (to put it another way, the Ford GT supercar wouldn't have been possible without the cash-cow F-150 selling as well as it does). With the fiercest ever competition from Chrysler's Ram and the GM Silverado/Sierra twins (both either all-new and significantly revised themselves) Ford had to do something pretty radical to fend off the others. Enter the first-ever aluminum bodied F-150.

That's right...ALUMINUM.

The F-150 has always been a porky truck, even by half-ton standards and compared to the Ram and GM twins. In the truck world, heaviness usually amounts to towing power and a stout frame with which to do work. It doesn't however, help with fuel economy and efficiency. Even trucks must bow to the fuel economy gods. With the F-150's last mid-life update in 2011, Ford partially addressed this by ditching the old Triton 5.4L V8 and sticking a new Ecoboost twin-turbo 3.5L V6 in its place with the aim of providing V8 power with V6 fuel economy (also replacing the old base 4.6L V8 with a 3.7L V6). To satisfy the naysayers however, Ford also equipped the F-150 with two more efficient V8 powerplants: a 5.0L V8 that slots below the Ecoboost 3.5L and a powerhouse 6.2L V8 as the top spec engine. The buyers however, spoke with their wallets, reversing the V8 trend and ordering the 365hp/420lb-ft twin turbo V6 in record numbers. Even Ford was pleasantly surprised at the orderbooks, such that today, the Ecoboost motor accounts for nearly one third of all F-150s sold (see my review here). However, for 2014, Ford goes a step further thoroughly redesigning the frame and body of the F-150 to, not only be stouter, but lighter. And not just by a few pounds here and there. Using experience gained from working with aluminum when it owned Jaguar, Ford has managed to dump as much as 700lbs from the F-150. I don't need to tell you that a lighter vehicle is a more efficient vehicle. 

2015 Ford F-150

While aluminum (a military, dent-resistant grade used on the U.S. Army's M2 Bradley) covers every body panel, including the bed, the fully boxed frame uses more high and ultra high strength steel, further reducing the F-150's lard load. Ford went the extra mile in ensuring the aluminum was also dent resistant and easily repaired, though that last part remains to be seen. Under the hood, the 3.5L Ecoboost is carried over along with the 5.0L V8, but an even smaller Ecoboost 2.7L V6 was introduced that will slot above the base V6, itself downsized from 3.7L to 3.5L. The monster 6.2L V8 is killed, leaving the the larger turbo mill as the top engine. An improved six speed automatic will back all engines While no power figures for the new engines are available as yet, its a safe bet that payload and towing figures will increase as well as EPA fuel economy figures. Currently, the Ram EcoDiesel (no relation) holds the fuel economy crown of 17 city/25 highway and Ford is keen to upstage it. In switching from steel to aluminum, Ford may have put the pickup market on its head, but also, it will give body shop businesses growing pains. Aluminum has traditionally been an expensive material to work with, it's high cost relegating it to liberal use in more expensive vehicles (the Jaguar XJ, Audi A8 and high end sports cars among them) so it will be interesting to see how repair costs are affected.

2014 Ford Atlas Concept

Aside from weight savings, the new F-150 will also boast a look that stays faithful to the Atlas concept that was previewed in 2013. Muscularity and power are instantly transmitted by the in-your-face grille, the tall, broad hood and the semi-stacked headlights (high trim models will feature segment-first LED headlights and LED lighting all around). Aerodynamics also played a key role in the styling, the windshield base moving forward and allowing the glass itself to be raked further back. Active grille shutters, a prominent air dam and a squashed top surface on the tailgate are all aero-cheating tricks to help the F-150 move more silently through the wind. Inside, owners will find a high end interior that will rival luxury cars in terms of technology and sheer opulence. Every F-150 will get vibrant screens in the instrument cluster and in the dash: 4 inch size for lower trim models and larger 8 inch units for higher trims. Since this is a pretty big truck, a 360 degree camera system will be featured that will help in maneuvering and reversing and slate of driver assistance tech such as lane departure warning, blind spot assist and forward collision mitigation will be on offer.

2014 Ford F-150 SVT Raptor

In all this though, the one F-150 model that I've lusted after is the Raptor. With the F-150 being redesigned it's unclear if Ford will bring it back a second time, what with its signature 6.2L V8 being put out to pasture. However, one positive is that the Raptor sold very well during its tenure so it would be unwise for Ford to not at least examine the possibility, dent resistant aluminum be damned. Who knows? A 700lb-lighter Raptor would make for some truly awesome desert running and dune-jumping.

With the introduction of the 2015 F-150, Ford has once again raised the bar and delivered a truck that pushes the envelope on how efficient a half-ton pickup can be. One can only imagine how Ram and GM will respond, let alone Toyota and Nissan.

Images courtesy of Ford.

 

First Impressions - 2013 Ford Fusion

2013 Ford Fusion

The mid-sized car segment has been a hotly contested part of the automotive scene for decades now. The addition of newly excellent Korean cars like the Hyundai Sonata and Kia Optima only serve to fuel competition within the segment and force long time stalwarts like Honda and Toyota to make improvements to their respective Accord and Camry models in order to fend off the newcomers. Ford was once a leader in this class when it debuted its brilliant Taurus sedan in the late 80s, which quickly shot to the top of sales charts to become Ford's best selling sedan. The Taurus was however quickly surpassed by the Japanese and despite numerous attempts to regain honors, Ford broomed the nameplate in the early part of the last decade. Taurus however would resurface in 2007 to tackle the full sized sedan segment, leaving the Mazda 6-based Fusion to compete in the mid-sized segment. After 6 years on the market, the Fusion has been redesigned under CEO Alan Mullaly's 'One Ford' concept on the same platform as the European Mondeo sedan.

Ford Evos Concept

The overall exterior design borrows heavily from the Ford Evos concept car, a striking design exercise that debuted at the 2011 Frankfurt International Auto Show. A grille design very similar to Aston Martin products (but no less handsome) frames the front end along with narrow slit headlights. Nix the Ford badge and the Fusion could actually pass for an Aston Martin Rapide. Whereas the 2012 Fusion was a bit overwrought in styling, the new model strikes a more handsome, reserved yet bold pose. The steeply raked windshield and fast roofline work to give the new Fusion a coupe-like appearance without a dramatic dent to interior volume.

2013 Ford Fusion Interior

The interior itself is a good improvement over the 2012 model. The 2013 Fusion debuts the second generation of the MyFord Touch infotainment system, with a new dashboard design, enhanced controls and a more friendly user interface that should supposedly make operating the system less of a chore. The materials are said to be first rate and while not as design-centric as say, the Hyundai Sonata, the interior is overall elegant.

Ford joins a growing number of automakers that are ditching V6 power in midsized sedans in favor of smaller powerplants. Not only will the Fusion have an all 4-cylinder lineup, but the hybrid will reappear alongside a plug-in electric version as well. The standard Fusion starts of with a 2.5 liter 4 cylinder making 170hp and 170lb-ft of torque mated exclusively to a six speed automatic on base S models. Next up will turbocharged 1.6 liter EcoBoost 4 cylinder producing 179hp and 172lb-ft of torque available with a choice of either a six speed automatic or manual transmission on SE models. Up-level Titanium models come standard with a turbocharged 2.0 liter Ecoboost 4 cylinder with 237hp and 250lb-ft of torque mated exclusively to a six speed automatic with the option of adding a rear biased all wheel drive system.

Ford Fusion Hybrid

Ford Fusion Energii

The Fusion hybrid will again be available boasting fuel economy that is poised to beat those of competitors from Toyota and Hyundai. Power for the new hybrid comes from a downsized 2.0 Atkinson -cycle version of the previous model's 2.5 liter engine paired with an electric motor, lithium-ion battery packs (details to come later) and a continuously variable transmission (CVT). Ford is touting a class leading 47 mpg city/44 mpg highway rating with the combo producing a total power output of 185hp. If a plug-in hybrid is more your thing, Ford will introduce an all new variant of the hybrid called the Energii. This model uses a plug-in variant of the Hybrid's powertrain and brings with it the ability to go short distances on pure electricity. The details surrounding this powertrain are still a bit murky, but Ford is already boasting the Energii's mpge (miles per gallon equivalent) rating as beating that of the Chevy Volt and Toyota Prius plug-in.

2013 Ford Fusion

Ford is certainly making a big splash in the midsized segment with the 2013 Fusion. With handsome styling, fuel efficient powertrains, perhaps the techy-est infotainment features and a choice of hybrid models, the Fusion looks set to take the fight to Toyota and Honda while fending off newer competitors from Korea.

Images courtesy of www.autoblog.com