Exclusive First Ride: 2011 Ford Edge Sport

Yee-Ha! in a 2011 Ford Edge Sport

Manufacturers used to roll out all-new cars every five-to-eight years. Somewhere around the halfway point – usually year three – much hoopla would be made about new front and rear fascias, the addition of some standard features and some new option packages. (*Yawn*). These changes were designed to give shoppers a reason to look at a car that was getting long-in-the-tooth.

Ford Motor Company sung by this songbook for decades, but it's not any longer. As we've seen with the Escape, Fusion and Mustang, the Ford brand is rolling out significant product changes any time they darn well please. For example, the 2010 Fusion could have been a standard refresh, but instead included three all-new powertrains, a significantly upgraded interior, and the expected front and rear fascias.

Introduced as a 2007 model at the close of 2006, the Edge was Ford's second attempt at a more car-like crossover. (Anybody remember the Freestyle/Taurus X ... uhh, not so much.) Heading into its fifth year of production, the Edge needed some serious attention. It just got it: We reported so on the eve of February's Chicago Auto Show.

Following the new model's public debut, Ford offered Autoblog an exclusive opportunity to ride in a 2011 Edge Sport with some development engineers so we could have an early, behind-the-scenes look at their handiwork. The new Edge doesn't go on sale until later this Summer, but you can read all about our experience at the Dearborn Development Center.

Driving into Ford's expansive test facility, the navy Edge Sport stood out, even from an eighth of a mile away. The lower hood, narrower headlights, new fenders, chrome grille and vertical daytime running lights effectively update the crossover's style. A closer look sees a body that's hunkered down over huge 22-inch aluminum wheels. Rich Kreder, Vehicle Development Manager pointed out, "Those forged wheels are premium pieces. They don't get any better."

Louis Jamail, Core Vehicle Dynamics guy, chimed in, "The suspension is all new, and it does sit a few millimeters lower." Jamail went on to explain that even though the Edge rides over a chassis that's unrelated to the Flex, Taurus, Lincoln MKT and MKS, suspension technology used on these models is now under the Edge (and the 2011 Lincoln MKX).



Revised springs and bushings support the most important change, new dampers. They're a twin-tube design with fully displaced pistons. For non-engineers, the result is more control with less friction. The on-road translation means that the new Edge rides more smoothly than before, with a notable improvement in handling.

With Jamail at the wheel, we hurtled around a handling course. Jamail knows a thing or two about being behind the wheel. After participating in the Formula SAE competition in college, he worked on advanced chassis dynamics supporting Ford's NASCAR teams. He's not the kind of engineer who would be happy designing microwaves or refrigerators, a point made clear by the grin on his face as he deftly hustled the Edge through a series of technically demanding corners, even getting air a couple times.

The navy Edge was an early chassis development vehicle, so while the interior wasn't production correct, the suspension, wheels and tires were. No wallow. No flex. No squeaks from the rear hatch. No porpoising. No head toss. No crashing off the suspension bump stops.


Engineers Rich Kreder (left) and Louis Jamail (right) show off their work on the 2011Edge Sport

The pictures prove that body motions were well controlled in a sporty way that's totally cool for a five-passenger, two-ton crossover. To make sure Kreder, Jamail and company hadn't sacrificed comfort for handling, we headed over to a section of the test facility populated with pothole-infested strips of asphalt and concrete. Even over purposefully terrible road surfaces, the Edge Sport rode supplely. Sharp-edged potholes were absorbed. Their impact on the chassis was rounded off and well managed.

305 horsepower from the new 3.7-liter V6 added more goodness to the Edge Sport's performance. Based on Ford's corporate 3.5-liter architecture, the engine debuted under the radar as the standard MKT engine. But now with its placement in the 2011 Mustang and the upgraded performance afforded by variable intake and exhaust valve timing, this is an engine that's worth some attention.

Very light throttle brought on smooth acceleration. This is an indication of good powertrain electronics programming. Conversely, dropping the hammer made the Edge launch with authority. The engine easily spins to its 6,500 rpm horsepower peak, with peak torque of 280 pound-feet arriving at 4,000 rpm. At wide-open throttle, the engine sounded good, but a bit loud. Due to the fact that the Edge was a development vehicle, it may not have had a complete sound-deadening package installed. (We'll have to watch out for this when we test our first production model.)



Kreder noted that 0-60 mph performance should be about 1.5 seconds under an older Edge Sport with the 265-horspower 3.5-liter V6. We're estimating a mid-six-second run, which is plenty quick. Top speed is limited to 112 mph.

Fuel economy ratings are not yet available, but the variable valve timing enables the 3.7-liter V6 to run in the fuel-saving Atkinson cycle when it is beneficial. By delaying the closing of the intake valves until after the piston has rounded bottom-dead-center, the Atkinson cycle reduces pumping losses and boosts economy.

The Sport uses one of Ford's corporate six-speed automatic transmissions (the 6F50). The gearbox now has paddle shifters when fitted to the Edge Sport, and is the first with Ford's new shifter interface: Left pull to downshfit, right pull to upshift.

The controls are on the backside of a newly designed three-spoke steering wheel that looks pretty comfortable. The new steering wheel also included twin five-button controllers that work the MyFord Touch system. (Being such an early pre-production vehicle, the Touch system wasn't fully operational, so we'll reserve evaluation until an on-sale version is ready.)



Whether left to shift on its own or using the paddles, the gearbox's shift quality reflects Ford's approach to automatics. They use torque matching on either side of the shift to smooth out the gear change in a way that doesn't impede linear acceleration.

A quick blast up to nearly 100 mph on the facility's high-speed track revealed quick, but not harsh, full-throttle shifts plus a composed chassis that remained locked-down stable. The interior also remained quiet, with little wind noise.

After our ride, the engineers left me to capture the photography you can see in the gallery.

I took the quiet time to study the new interior. As Ford did with the Fusion and Mustang, the Edge's new interior represents a huge upgrade. Previous (2007-2010) Edge instrument panels had a piecemeal approach to panels and materials. There were cut lines everywhere and the graining didn't always match or feel substantial.

The 2011 interior features a one-piece dash cap that improves fit and finish considerably. The overall design is cleaner and more modern. The main eight-inch MyFord Touch screen also looked well integrated into the overall design.



Those who have driven a Fusion Hybrid will recognize the main instrument cluster. An analog speedometer is flanked by twin LCDs that clearly communicate all pertinent vehicle functions. The left screen is controlled by the left five-button controller on the steering wheel, and same for the right. (For a primer on MyFord Touch, see this story.)

The 2011 Edge Sport appears ready to assume its position as top dog in the Edge family. Those considering this crossover will have more choice than ever before because Ford will also offer a high-mileage turbocharged and direct-injected 2.0-liter four-cylinder EcoBoost engine sometime in 2011.

Stay tuned for a proper First Drive later this spring. It should be good.

Source: Autoblog

First Drive: 2011 Ford Mustang V6 rewrites the rental car rulebook

2011 Ford Mustang V6

To many, the terms "Mustang" and "high technology" are as mutually exclusive as "China" and "transparent, open society." After all, the first Mustang rolled off the assembly line before the Vietnam War got under way, and in the minds of most people it hasn't changed all that much in the 4.5 decades since. Sure, every once in a while Ford will bolt a fairly high-tech motor into a special edition 'Stang (SVT, Cobra, GT500), but for the most part the original pony car represents exactly that: the origin of the species. Especially when it comes to the base model, the until now lowly – some might say primitive – V6 iteration.

For seemingly ever, Ford has been content to let its low-hanging fruit edition Mustang rot away in irrelevance. Nothing seemed to make the Blue Oval boys happier than stocking every rental car fleet in the nation with soft-riding, underpowered has-beens. Let's make that never-rans. So for the performance minded buyer, the V6 version of the Mustang never even entered the picture. Worse, do you know what car people interested in a V6 Mustang cross-shopped the most? Pat yourself on the back if you said Honda Accord Coupe. In other words, the V6 Mustang was never a sports car.

Now, along comes the 2011 model year and you can throw everything you thought you knew about Ford's entry-level pony car out the window. It simply no longer applies. Gone is the archaic, universally unloved and soon to be totally forgotten 4.0-liter V6. In its place is a very high-tech version of Ford and Mazda's 3.7-liter 60-degree V6. With it, the 2011 Ford Mustang V6 produces 305 horsepower, 280 pound-feet of torque, and yet returns 31 mpg on the freeway according to the EPA. In fact, as Ford was happy to tell us (quite a a few times), the 2011 V6 is the only car ever to produce 305 hp and get 31 mpg. Fabulous numbers no doubt, but they only tell part of the story. In our opinion, the Mustang V6 could be the most significant car released this year.

Before we get to the significant part, we'll start with the car itself. For 2011, all Mustangs receive new front and rear fascias. Part of the reason is, of course, aesthetic, but the bulk of the impetus behind the change has to do with mileage. In other words, Ford is getting serious about aerodynamics. As such, the 2011 Mustangs are four percent slipperier than last year's models, which themselves were brand new designs. The V6 aero-tweaks include a new upper grill, lower front-spoiler and air dam, an underbody "aeroshield," a decklid seal and rear wheel spats.







A few years ago, Jeremy Clarkson produced a DVD called The Good, the Bad and the Ugly. In it, he came to California and basically explained that all American cars are shite, save his precious Ford GT. There's a particularly noteworthy segment where he races a Mustang against a horse around a quarter-mile track. He claims it's the (at the time) 300-hp GT model. Predictably, the Mustang loses the race. Hey, it's Clarkson – he's made millions bashing the US of A. However, those in the know noticed about halfway through the clip that Jezza's not driving a GT, he's actually behind the wheel of a V6. The big giveaway? A single tailpipe. Well guess what? All V6 Mustangs now ship with dual pipes. Inside, it's more of the same good stuff we met with the 2010 refresh, but as Mustang chief engineer Dave Pericak points out, everything that looks like metal is actually metal. Hooray! And, of course, Sync is still at the top of the infotainment pile.

About that engine: It's a peach. Similar in bore (if not a few internals) to the all-aluminum 3.7-liter you'd find in the 280-hp Mazda CX-9, the 2011 Mustang's V6 comes equipped with some fancy heads that feature fully variable intake and exhaust valves. Ford calls the technology Twin Independent Variable Camshaft Timing or Ti-VCT for the short and unmemorable. Like all variable valve-timing setups, a computer is able to adjust the flow into and out of the engine. Ford claims it takes just "microseconds" to recalibrate the cams and ensure that the engine is always breathing optimally. Again, the results are 305 hp and 280 lb-ft of torque, up from the previous engine's paltry 210 hp and a just-okay-but-not-great 240 lb-ft of spin. Also, the redline's up to 7,000 rpm.









Other bits of new mechanical tech include two all-new six speed transmissions – your choice of automatic or manual (we highly recommend the manual, though the auto is fine, kinda) – and a revised suspension, a limited slip differential (see the burnout pics in the gallery), a cold air intake, a weight-saving plastic fuel tank and a host of NVH improvements that make the vehicle 15-percent stiffer than last year's car. Most importantly, the brakes have been enhanced, mostly by way of a larger brake booster. The question then becomes what's all this new stuff add up to?

One shockingly fun-to-drive entry level Mustang, that's what.

While obviously not quite as straight-line potent as a 2010 GT, the 305-hp V6 and its $22,995 starting price (that's including destination) is a pretty startling performance proposition. We're guessing here, but 0-60 mph and quarter-mile times are probably better than cars like the Mazdaspeed3, Volkswagen GTI and Chevrolet Camaro V6. Figure around 5.5 seconds to 60 miles per hour (or even slightly less) and the quarter-mile in about 14 seconds flat at around 105 mph. We won't be surprised if instrumented tests reveal the new V6 is even quicker, as the engine really is more than an admirable performer and the solid rear axle, in conjunction with the new limited slip, puts the power down in spectacular, tire-smoking fashion.









But of course, that solid rear axle means that the Mustang V6 can't go around corners, right? After all, that was Jeremy Clarkson's entire point in his video (and about 20-percent of the sentences he's ever written). Well, in this situation, Jeremy is quite wrong. When the 2010 Mustangs were released, Ford based them on the 2009 Bullitt Mustang, a car that never had to make any apologies for its handling. Starting with that solid foundation (no pun, no pun), Ford has further improved the Mustang's rear end for 2011 to the point where they were so confident with their work, they set up an autocross track for us to compare the new Mustang V6 against the 304-hp, 273 lb-ft of torque 2010 Camaro V6 RS, its most direct competitor.

Not to overstate things, but the four-wheel independently sprung Camaro felt prehistoric compared to the lighter and more sprightly Mustang. Actually, the Camaro's ponderousness helped it out on Ford's track, as it was a second gear affair (meaning nothing but quick turns and big braking zones), but even on the broken asphalt the cars were running over, we much preferred the Mustang's moves and prowess to the frankly clunky, chunky Camaro. Also, your author is about 5'11" standing up straight, 5'10" otherwise. By no means tall. Yet while wearing a helmet in the Camaro, yours truly was tall enough to get caught against the Chevy's roof, which prevented proper visibility while turning. No such problems in the more spacious Ford, and further proof that the 2011 Mustang V6 is the more serious sports car, if not just a plain better car.







On the highway, the Mustang V6 proved even more impressive. With that lofty new redline in place and relatively tall gearing, you can really beat on the engine without worrying about hitting fuel cutoff. Another way to look at this is that you have to pound on the 3.7-liter to get it to come to life. But hey, beating on a car like this is half the fun. Unless you're in the shorter first or second gears, you can forget all about hitting the 7,000 rpm redline. It's just not going to happen. That said, burnouts are seriously, ludicrously easy to pull off. Before you go calling us childish, remember that smokey, tire-abusing burnouts are most likely a Mustang design prerogative.

Through the twisty stuff, the 2011 V6 impressed us with handling that was leaps and bounds better than expected. The lighter, smaller, aluminum mill better balances the car's weight and makes for a nimbler steer. That's correct, the V6 Mustang changes direction quite confidently. The chassis tackles turns quite well, and there's none of the twisting, clunking or falling down we've long associated with the bottom rung Mustang. If we have one complaint it's that the front springs are a little floppy. Meaning that at higher speeds the front-end floats and bobs around too much. Nothing catastrophic, but we would have liked a more tied down nose. For that, there's always the aftermarket. Of course, looser springs mean a more comfortable ride, and the V6 is certainly pleasant to drive.



Right, so Ford's transformed an uninteresting rental appliance into a legitimate performance car and kept the price down. A neat trick, but how on earth does this equate to "the most significant car released this year?" Here's how. Like they always do, automakers screamed bloody murder en masse and assured us that if a 35 mpg CAFE standard (i.e. fleet average) for 2020 became the law of the land, they would all immediately go bankrupt. Well, two of them did, but that's not related. Anyhow, here's Ford with a 305-hp vehicle that gets 31 mpg in March of 2010. Just imagine what the 2021 Mustang's numbers will be like! The point is that Ford's going to be able to easily meet a 35 mpg fleet average without sacrificing fun. That rocks, and is an undeniable challenge to the rest of the industry.

To further drive home the point, Ford's not even throwing its best kung fu at the 2011 Mustang V6. Its EcoBoost technology has been left on Dearborn's cutting room floor – for now. Even without turbocharging, we again implore you to imagine what this motor will be like when outfitted with mileage-enhancing direct injection (it's coming) or other fuel sipping tricks like cylinder deactivation and/or auto stop/start. 350 horsepower and 35 miles per gallon is not as ludicrous as it sounds. With Ford's newly found aggressive product cycle, we might even see stats like that in 2012. As it stands today, the 2011 Ford Mustang V6 is the entry level pony car to beat.

Source: Autoblog

First Drive: 2011 Ford Mustang GT changes the game

2011 Ford Mustang GT 5.0

The reborn 2010 Chevrolet Camaro SS is the 2010 Ford Mustang GT's most obvious competitor (obviously). While the Camaro is certainly a head turner, it's just not that great of an all around performance car. However, despite the 2010 Mustang GT coming out on top in many comparisons against its crosstown rival, one fact is undeniable: When it comes to power, the Camaro SS kicked the Mustang GT's butt up and down the block. Across the drag strip, too. The 6.2-liter LS3-equipped SS (manual only, as automatic Camaros get the weaker L99 motor) produces a screaming 426 horsepower and 420 rumbling pound-feet of torque, enough mojo to embarrass the 2010 Mustang GT's relatively wimpy 4.6-liter V8 with its 315 hp and 325 lb-ft of torque. True, the Mustang handled better, rode better, had a much better interior and cost less, but at the end of the day we're talking muscle cars. Gumption matters. Chevy was king. Ford had to act.

And act it did. Meet the 2011 Ford Mustang GT, or as everyone is already calling it, the 5.0. That's right, Ford is offering enthusiasts an honest to goodness 5.0-liter V8 (302 cubic inches, baby! Check out our Deep Dive for all the technical mumbo jumbo) in the 2011 Mustang GT. As we're sure you know by now, thanks to some fancy breathing, the all new small-block produces 412 hp and 390 lb-ft of torque. That's less than the Camaro, sure, but remember that the Mustang is lighter than the Chevy by a good 300 pounds. Besides, it's looking like Ford has decided to underrate the 5.0's output by about 30 ponies for who knows what reason. Meaning that while Ford might be using invisible ink, the Mustang's got the Camaro beat on paper. But what about in the real world? Make the jump to find out.

While the new 2011 Ford Mustang V6 is a good car, the 5.0 is great. In a single model year, Ford has manged to address all of the 2010 Mustang GT's shortcomings. Besides the brand spanking new motor (which really is the big story), the Blue Oval boys made a number of other changes. It's going to take a well trained eye to spot any visual differences between the 2010 and 2011 models, but there are differences. First off, the aluminum pony in the grill has been lightened a shade. In addition, the front and rear fascias are slightly tweaked. There's a new lower spoiler and air dam up front and the rear wheels now have tire spats. All of the exterior changes plus an underbody aeroshield add up to a four-percent more aerodynamic car, and help this 412-hp brute achieve a very respectable 26 mpg on the highway. Also, let's not forget the big, shiny 5.0 badges. A1A Beach Front Avenue has been put on notice!







Changes you can't see include a whole host of NVH improvements, namely rear wheel liners, eight sound absorbers and hood liner insulation that all add up to a surprisingly quiet vehicle. Some might say too quiet as you can't hear the 5.0 burble, but we'll disagree. Overhead cam engines don't really burble the way cam-in-block mills do anyway. Put it this way, day-to-day livability has been greatly increased. Besides, once you open the V8's taps, the cabin is quickly filled with the sort of soundtrack that gearheads dream about. Ford has retained the 2010 Mustang GT's sound resonators, and the noise is even more blissful in 2011. In fact, above 3,500 rpm you're treated to a very finely balanced stereo mix of induction and exhaust noise. Trust us, you'll love it once you get on it.

Speaking of getting on it, the 7,000 rpm redline begs you to do just that. An all-new six-speed (finally!) manual further encourages you to bash the motor all you like. There's also a new six-speed automatic that's okay (though it does lack paddle shifters), but we spent exactly 17.5 seconds driving the auto version (that's two blasts down an eighth-mile drag strip), so you'll need to do your own research if you're not interested in rowing your own. If you are, the new six-speed manual is pretty good, though we'd prefer a short-throw kit. We also had occasional trouble coming down into second and/or fourth. We suspect this is mostly due to the shift lever's long throw, which again would be fixed by a short throw kit. That said, the new transmission doesn't seem to mind abuse.



The same can be said for the brakes. We drove both the stock brake GT and the Brembo-kitted version. As far as the regular brakes go, Ford saw fit to provide a bigger brake booster and for the first time in my car reviewing career, I have nothing negative whatsoever to say about Ford brakes. They're actually pretty good, and the Brembos are that much better. If you spend a lot of time hooning it up on windy canyon roads or at the track, go for the ain't-gonna-fade 14-inch Brembos. If you just like roasting fools at stop lights, the standard brakes are more than fine.

Time to put it all together. I found myself actually saying, "This engine's a pot of honey." Out loud, with another human being in the car. Why would anyone make such a ridiculous statement? Probably because the new motor really is a pot of honey, specifically when you're in fourth gear at 4,000 rpm and you bury the throttle. Turns out that 4,000 rpm is when peak torque (390 lb-ft) happens and the 5.0-liter V8pulls like a jet airliner. Outside of the GT500 or a very breathed-upon Roush/Saleen, we've never experienced this kind of at-speed acceleration in a Mustang. Very impressive, and more than just impressive, a bit intoxicating. From a standstill, the 5.0 is every bit as superb. We won't be surprised if and when the 2011 Mustang GT breaks into the high 12s running the quarter-mile with a trap in the 112-mph range. Ford went all "no comment" when asked about performance figures, but again we'll speculate that 0-60 mph is probably mid-4s, which is quick by any method of accounting.









Our one serious gripe with the new V6 Mustang was the floaty front end, especially at high speeds. No such gripe with the GT. Not only is the front of the V8 much stiffer than its smaller, lighter sibling, but the entire car has been hardened by 15 percent compared to the 2010 model. Not only does this help handling, but triple-digit stability is impressive, words we thought we'd never type about a run-of-the-mill Mustang GT. But here we are.

Also improved for 2011 is the GT's handling. 2010 was something of a breakout year for the Mustang, as Ford finally committed itself to building a Mustang that goes left and right as well as it goes straight. Not only is the 2011 Mustang GT happy to turn into a corner, once you're flirting around with the apex you won't find yourself making loads of corrections. Put another way, the suspension is able to handle whatever you throw at it, and the steering feel is good enough that you only have to measure and cut once. As far as the never ending live rear end vs. independent suspension argument goes, we're saying the following: The 2011 Ford Mustang GT sports the very best solid rear axle in the world. We'd rather have the best solid axle than a mediocre multi-point rear. Hint, hint, Chevy. 'Nuff said.





The bottom line is this: Ford is done messing around. With the release of the 2011 Mustang GT 5.0 there are no more "Yeah, but..." reasons to buy any other pony car. Only serious Mopar-philes would choose the drastically more expensive and substantially worse Dodge Challenger SRT-8 over the Mustang GT. Aside from looks, we can't think of a single area where the similarly priced but slightly more expensive Chevy Camaro SS beats the Mustang. Speed, handling, soundtrack, brakes, interior (the GT is actually creeping into Audi levels of interior sophistication – look at those seats!), fit and finish – you name it, the Mustang's the superior sports car.

Speaking of Audi, the 5.0 makes the 354-hp S5 look like an overpriced slowpoke. We've driven both cars in anger and the 2011 Mustang GT is not only faster, but is actually rear-wheel drive, not a FWD platform fitted with Quattro all-wheel drive. Want us to go even further? We'd prefer the Mustang GT to a BMW 650i. Sure, the BMW has dash leather and... iDrive. But (again), the GT makes more power (the 650i manages 360 hp), handles better and is quieter unless you're really belting the throttle. Also, Sync's a whole lot better than iDrive, even the much improved new iDrive. Not only that, but the GT's new 5.0-liter V8 engine is in another league than (previous) competitors like the Nissan 370Z and Hyundai Genesis Coupe 3.8. Getting the point? In 2011, the Mustang GT is the car to beat. Welcome back, 5.0.

Source: Autoblog

Inside Line runs the numbers on 2011 Ford Mustang and Chevy Camaro V6 models

2011 Mustang V6

Before your palms get all sweaty, let's be clear – the boys and girls at Inside Line have put the 2010 Chevrolet Camaro LT and the base 2011 Ford Mustang toe-to-toe. This isn't the big bad SS vs GT throwdown the world has been clamoring for, but that's fine by us. Both models dish out over 300 horsepower, and when it comes right down to it, there will be more V6 engines battling it out in high school parking lots that V8s.

So how'd they do? The big-boned Camaro V6, complete with its 3,790-pound curb weight, managed to dish out a 6.1-second 0-60 mph run, a 14.3-second quarter-mile time and .86 g on the skidpad. Coming down from 60 mph, the Bowtie delivered a stopping distance of 111.78 feet. Those are all solid numbers, to be sure, but they don't quite stack up to what Ford brought to the table with its pony.

The Mustang is a considerably smaller car in nearly every way, and right off the bat, it has 282 fewer pounds to lug around. With a curb weight of 3,508 pounds, the Mustang clicked off a 5.6-second 0-60 mph sprint, a 13.9-second quarter-mile and .91 g on the skidpad. Can you say "smoked?" Throw in 60-0 mph in 103 feet, and it's clear Ford wanted to ensure that the 'Stang not only puts the hurt on its arch rival from General Motors, but it's also clear that the Blue Oval was seeking to build a solid all-around performer.

Before the Chevrolet faithful start clamoring about price, it should be noted that both cars fall within $1,000 of each other. The General clearly has a lot of work to do before the 2011 models roll out, but we have it on good authority that their engineers are hard at work. Fortunately for enthusiasts, this clearly isn't the end-all, be-all... it's just the latest volley.

Source: Autoblog

Inside Ford Engineering: Focus Shock Tuning in Spain

We’re in sun-kissed southern Spain just a stone’s throw away from the Mediterranean Sea. But this is no holiday. In a lock-up in the middle of a small industrial estate, a highly camouflaged next-generation Ford Focus prototype is having its shock absorbers adjusted for the sixth time that day. The new Focus has made its European and North American debut at the auto shows, and engineering teams are working to finalize all of the details and get it ready for market.

Minutes after this shock adjustment, the matte black machine pulls back onto the road and the driver sets off on a familiar 40km route. This particular stretch encompasses virtually every type of road surface. It’s a process that will be repeated every day for the next two weeks, or until the driver is satisfied that he’s achieved the optimum shock absorber set-up for the vehicle.

The man behind the wheel is Jürgen Pützschler, supervisor C-Car vehicle dynamics. Jurgen. His colleague on this trip is Stephan Anssems, new Focus vehicle dynamics team leader, and the two are part of an eight-person team tasked with raising the quality bar in terms of C-Car driving dynamics. Lommel proving ground in Belgium is where they’re often found, but as the Focus enters the final stages of its development, it’s vital to drive it on public roads too.

“We can test a lot at Lommel but the weather isn’t the best at this time of year,” says Pützschler. “We’ve come to Spain because we need warm, dry conditions for optimal testing. We’re focusing on shock absorber tuning at present and this location is perfect. There are smooth roads, very uncomfortable roads, twisty roads, highway. It’s also quiet with not too much traffic and there are no press with cameras here either. You don’t want too much attention driving prototypes.”

After each lap of the route, the wheels are removed, and Pützschler and Anssems give their feedback to the on-site shock absorber partner. The shock absorbers are then taken apart and rebuilt with an adjustment. The tiniest change to an internal component can have a huge impact on a vehicle’s driving dynamics.

“We only make one change at a time,” says Anssems. “It’s important that we always drive the same route at the same pace and with the same load and tire pressure. Fine-tuning shock absorbers isn’t an exact science. That’s why we have to test so rigorously.”

Both these men can really drive. The speed at which they cover the ground is impressive. Even with four on board, the new Focus feels agile and poised. Pützschler and Anssems aren’t happy though. They feel that there’s a small issue with how it reacts to dead-center steering inputs. More fine-tuning of the front shocks is required.

“Our job is not about driving like madmen and breaking rules,” adds Anssems. “Our goal is to develop a vehicle that is capable, precise and predictable, not only in everyday driving, but also in emergency situations. If a child runs in front of you and you have to steer around, what you really need is a predictable and stable car. We have to deliver just that.”

Test team facts:

Ford’s European C-Car vehicle dynamics team has just eight core personnel
Each year they rack up 50,000 test kilometers on public roads and proving grounds
Every driver works towards the same goal: a precise definition of driving quality
Team personnel can spend as much as five weeks at a time traveling to do testing
A test driver’s bottom is one of the most sensitive instruments for analyzing vehicle driving dynamics on the move
“Our customers will get a car that drives better, steers better, is more agile and is more comfortable than its predecessor,” predicts Pützschler. “We do have a lot to do still. We have to fine tune each and every derivative of this Focus, so that includes different engines, body styles and so on. It is a lot of pressure and we are a small team but we all love what we do and are very proud of the cars we develop. We’re perfectionists. We want our customers to enjoy the best possible quality drive!”

Source: Ford

Ford Enables Transit Connect Customers to Design Vinyl Graphics

Businesses typically like to advertise on their vehicles, and in order to make the process of buying vinyl graphics easier, Ford just introduced a new Web site that allows owners to design, price, and purchase vinyl wrap graphics for the new Transit Connect commercial van.



Ford, partnering with vinyl wrap company Original Wraps, allows customers to configure their Transit Connect graphics package online with a number of different options. Predesigned shapes and graphics allow owners to quickly configure a striking design, although users can upload their own material -- i.e. logos, graphics, etc. -- to incorporate into the design. Better yet the Web site gives a rough estimate of pricing -- simple graphics can start at $100, but intricate designs can run up to $3500 for a full-vehicle wrap.



Instead of merely designing the graphics package and then having the expensive graphics installed permanently on the side of the vehicle, the site gives owners a full preview of what the final product will look like on a Transit Connect. This is a huge advantage when deciding if a costly graphics package will give the impression the business owner or individual desires. Dealers say it is an advantage to them as well as it is another way to satisfy customers.



“Wrapping a Transit Connect is a great way to advertise and it is a one-time cost, but a lot of people don’t know where to get it done,” said Bob Maxey, owner of Bob Maxey Ford in Detroit. “Having a Ford website where people can design their own custom warp, and get it done right then and there is huge.”



All wraps will either be installed by a Ford dealership, or by a certified independent graphics company contracted by the dealer.



Source: Ford

First Look: 2012 Ford Taurus Police Interceptor

If anyone thought Ford was going to simply kill off its Crown Victoria and walk away from the position it has held for decades as the primary supplier of cop cars, you had better look in your rear view, because the 2012 Ford Taurus Police Interceptor is coming up fast.

Without a doubt, Ford's new Interceptor is a clean break from the decades-old body-on-frame, V-8-powered, rear-wheel-drive Crown Vic formula. Although Ford was once rumored to be modifying its rear-drive Australian Falcon platform for police use, Ford instead went to its American-built Taurus sedan for the new car.



As is the case with the consumer model, police departments will have their choice of two different powertrains in the Police Interceptor. The 265-horsepower, normally aspirated 3.5-liter V-6 is standard, and sends its power to the front wheels only. Those looking for a veritable pursuit special will likely opt for the other driveline, which is ripped straight from the Taurus SHO. Ford's EcoBoost twin-turbocharged 3.5-liter V-6 provides "at least" 365 horsepower, which is channeled to all four wheels. While power looks to be on par with a standard Taurus, Ford engineers did upgrade the Police Interceptor's brakes -- something we'd love to see transition to the SHO.

Like the Crown Vic, the Taurus Police Interceptor has been designed to pass 75-mph rear-end crash testing, and a heavy-duty alternator and an enlarged radiator have been added. In addition, the car has also undergone certification testing designed by the Michigan State Police and the L.A. County Sheriff's Departments to emulate the rigorous duty police officers will no doubt put the car through.

Most of the other changes made to ready the Taurus to protect and serve are relatively minor. A revised center console provides room for various aftermarket law enforcement devices and is nestled between bespoke cloth bucket seats, and a column shifter has been added to better access the gear. Along with an anti-stab plate installed in the backrest, the seats receive special bolsters designed to accommodate a standard police utility belt. Ford's SYNC system comes standard, and can be custom-mapped to accommodate the needs of law enforcement.

The rear seat area is naturally less hospitable, but still an improvement over the Crown Victoria's setup. The vinyl bench seat is sculpted for easier handling of detainees and is specially positioned to improve legroom. The revised rear door hinges feature an extra ten degrees of travel to further aid perpetrator loading and unloading.



Apart from the light and push bars, there are subtle ways to ID the Police Interceptor from a normal Taurus. The large, 18-inch steel wheels are an obvious giveaway, and the car also eschews the standard Taurus three-bar grille in favor of a black mesh insert. The car could look virtually stock if these were replaced with standard Taurus parts -- and we're sure officers desiring the ultimate stealth cruiser will do just that.

Ford says production of the Police Interceptor will occur alongside the Taurus at its plant in Chicago, Illinois, and will start as soon as Crown Victoria production ends. Look for it to appear on city streets (or, God forbid, your rearview mirror) next fall.

Source: Motortrend