The Ford Interceptor Concept

Ford Interceptor Concept (Car Show Edition)

Ford Interceptor Concept ( Car Show Edition)

Ford Interceptor Concept ( Car Show Edition)

Ford Interceptor Concept (Car Show Edition)
“The Ford Interceptor concept has the soul of Mustang but combines ‘Built Ford Tough’ attitude with the sporty elegance of ’60s Ford sedans,” said Peter Horbury, executive director, Design, The Americas.

Exterior design elements, feature substantial, sometimes brutish, surfaces and sections and the traditional rear-wheel drive proportion that includes a short front overhang, extended dash-to-axle ratio, low cabin and higher beltline.

As a nod to performance purists, the ultimate muscle lies under the powered clamshell “shaker” hood, which caps a thoroughly detailed engine compartment.

Making this a Ford are signature design touches, including the horizontal three-bar grille that is structurally integrated into the bumper beam as well as professionally applied “squircles” – or professionally square circles – inside and out.

The concept’s minimalist interior is sleek, focusing the driver’s attention on the speedometer and tachometer, whose needles start at center and move opposite each other.
The audio control panel and climate controls are hidden – but deployable. And the gated six-speed shifter is exposed, just waiting to be thrown into gear.

American Dream: We drive the Interceptor, the full-size sedan that could save Ford

Ford Interceptor Concept (Front View)

Ford Interceptor Concept (Rear Three Quarter View)

Ford Interceptor Concept (Side View)

Ford Interceptor Concept (Front Three Quarter View)

Ford Interceptor Concept (Engine)

Ford Interceptor Concept (Rear Plate)

Ford Interceptor Concept (Headrest)

Ford Interceptor Concept (Steering Wheel)

Ford Interceptor Concept (Interior)

Ford Interceptor Concept (Front View)


By 2010, the Panther platform that underpins the Crown Vic, Grand Marquis, and Town Car will be 31 years old. To put that in perspective, even the legendary Model T lasted only 19 years. The Panther cars are cheap to make and, despite their ancient chassis and ergonomics, sell in reasonable volumes-combined sales totaled almost 157,000 units in 2006. They make good money for Ford, but all three are hopelessly outdated cars with little appeal to private buyers. They survive on taxi, police, and livery vehicle fleet sales, and even that market is trending down: 2006 sales were 10 percent lower than 2005, for example.




Throwing replacements for the three Panther cars into the mix changes the economies of scale significantly. Even allowing for natural shrinkage in Mustang sales and fewer sales of the Panther trio's replacements (which would be more expensive and aimed at private buyers rather than low-margin government and fleets), you're still looking at a global rear-drive architecture with a potential volume of over 200,000 units a year.

As you read this, Ford staffers are racing to meet a July deadline set by Mulally. The global rear-drive architecture plan is just one part of a radical rethink of Ford's entire product development process. At stake is nothing less than Ford's survival as an automaker into the next decade: Having taken out an unprecedented $23.4 billion in loans to fund badly needed new models, Mulally and his team are literally betting the farm on this.

Interceptor. Ford North American design chief Peter Horbury's team actually never called the car by that name while working on it in Dearborn, where the computer model was done by Swede Andreas Nilsson, and California, where the model was turned into a full-size clay under the watchful eye of Freeman Thomas, the man behind such icon cars as the VW Beetle, Audi TT, and Chrysler 300C. "Galaxie was the name we used in the studio when we were working on this," says Horbury. Check those taillights. Yup, '66 Galaxie.




The Interceptor isn't a retro car, but it clearly draws on design themes that for the British-born Horbury defined the great American sedan at its very best. "A lot of cars have lines that swoop upward and backward," says Horbury with a sweep of a hand. "We did it the other way around here. On Woodward Avenue in August [in the Dream Cruise] you see these fabulous '50s and '60s American cars, and they all have that graceful line that flows down toward the rear, rather like a yacht sailing by."

Look closely at the Interceptor and you'll see that, although there's a slight wedge in the beltline, the shoulderline falls gently away toward the tail.

There's a lot of subtle, almost subliminal design in the Interceptor. The front end is anything but subtle, however, clearly referencing the massive Super Chief pickup concept Horbury unveiled at the 2006 Detroit show. "It's a statement to say this is the Super Chief of cars," says Horbury.

He insists the way the Interceptor looks "isn't a million miles away from what's possible." Those showcar wheels would come down to real-world 18- or 20-inch items, and the roofline-currently the same height as a Mustang's-would be raised to ensure adequate headroom for all passengers.

Big sedans will never be the huge-selling heartland cars they were in the 1950s and 1960s; that territory today belongs to midsize, four- and six-cylinder front-drivers like the Toyota Camry, Honda Accord, Chevy Malibu, and Ford Fusion. And George W. Bush's call for CAFE to hit 35 mpg by 2017 threatens to marginalize them even further (although, as European automakers have proved, it's possible to get 30 mpg or more out of a big car right now if you stick a high-torque diesel V-6 or V-8 under the hood).




But if the reactions to cars like the Chrysler 300C, Pontiac G8, and Chinese-market Buick Park Avenue are any indication, plenty of Americans still like the idea of a roomy, stylish, and affordable rear-drive sedan. These cars recall the quintessential American automotive experience, an experience lost when American cars downsized and went front drive in the 1980s, leaving personal-use pickup trucks to take up the slack.

Ford, the company that put America on wheels, the company that gave us the Model T, the Mustang, and the F-150, shouldn't walk away from its heritage. Build the Interceptor, Alan. Call it the Galaxie. Build an upscale Mercury version, and a Lincoln flagship, too. Find a way to make them fuel-efficient; make them hybrids or diesels if you have to. But build them.

Future Shock: 2010 Ford Mustang

2010 Mustang Profile

Overhead Shot Of Giugiaro's Mustang

2010 Spy Shot Front Of Mustang

2008 Bullitt Mustang Engine

Are you ready for a twin-turbo V-6?


By Matt Stone, Mike Connor
illustrators: Damon Moran


Although Ford's being doing it tough over the past few years, the current-generation S197-platformed Mustang has been a runaway sales hit since its launch in 2005. Now Ford is giving its reborn ponycar its first serious freshening. The basics will remain the same, but the workover will be thorough. Coupe and convertible bodystyles will still be offered, with V-6 and a variety of V-8 powertrains.




But here's the shock news: We hear there is a faction at Ford seriously contemplating fitting the new twin turbo EcoBoost V-6 to the 2010 Mustang. As they try to figure out how to meet 35mpg CAFE by 2020, Ford engineers are wondering whether the V-8 has a long term future. The EcoBoost engine, which is currently scheduled to debut in a performance version of the Fusion, could be the more fuel efficient alternative for Mustang in the long term. Depending on spec, the EcoBoost is capable of up to at least 415hp, and has the torque to match a regular V-8.

Traditionalists need not worry, though - V-8s will still be very much part of the Mustang program for 2010. If the EcoBoost version does make production, Ford would probably offer it alongside the V-8, and let buyers decide which they prefer. There won't be much of a price difference, if any - although the base V-6 is a cheaper engine, by the time things like turbochargers are added it's basically V-8 money, say our sources.



These two spy photos hint at revised front/rear fascia and lighting treatments.
Don't expect any changes in today's, base 4.0-liter V-6 offering, as its prime purpose is motivating low-end and rental-fleet Mustangs. But the Mustang GT model's V-8-currently a 4.6 liter, SOHC, three-valver-will be replaced by a new 5.0-liter engine that's essentially an evolution of the old architecture. In fact, the new 5.0 may even appear in a limited edition run-out series of current model Mustang GTs - is it finally time for the reborn Boss 302?

One Ford engineer confirmed that the work done to create the Bullitt-edition Mustang's uprated 4.6 "has a future." That engine, described in our first test story (January 2008) remains internally stock, but breathes better due to a Ford Racing open element, cold air intake system, revised mufflers, a new crank damper (which ups the redline by 250 revs), and revised fuel mapping. This engine management programming allows the use of regular fuel, but switches to a more aggressive timing curve when it detects premium in the tank. The result is 315 horsepower, up from the current GT's 300. The Bullitt's V-8 is freer and quicker revving than before, and sounds great due to the new intake. There's no reason to think the next gen GT's powerplant won't take its cue from this technology, and thus get the same tricks. Something like 325 to 350 horses out of the new 5.0-liter V-8 sounds feasible.



Single exhaust indicates it's likely a V-6-powered mule.
That takes care of standard Mustang models. What about the Shelby versions?

Our intel had the 500-horsepower, supercharged 5.4-liter V-8 in the Ford Shelby GT500 pegged for a two-year or so life-that being 2007 and 2008, perhaps rolling into '09 depending on how well it sold, and what Shelby's own product plans were. Demand has proven strong, and we can confirm there'll be a Ford built, developed, and produced Shelby GT500 version of the 2010 Mustang.

Finally, Some Flex Time

Driving Down Fifth Avenue

Interior Seating

Looking Inside From The Back Of The Flex.

Taking It Thru The City Streets

Front View in New York City

By Daniel Pund, Senior Editor, Detroit Email
Date posted: 06-11-2008



Think you know everything about the 2009 Ford Flex? Oh yeah? Did you know that the sarcophagus-shaped crossover thingy was named after a battery-powered Braun shaver? Did you know, in fact, that this is the third in a line of recent Ford vehicles (after the Fusion and Edge) named for shaving products?*

Further, have you noticed that some major Ford executives are conspicuously light on body hair? Coincidence?

The above is not actually true (except, creepily, for the lightly haired execs). We mention this because we reckon we've mentioned just about everything else about the non-minivan Flex over its long gestation. We've described its minivanlike size. We've explored the way vintage vacuum cleaners inspired its door panels. We've admired it. We've ridiculed it. We've sat in every one of its seating positions. We've even looked under the hood for no really good reason.

The only thing we hadn't done to this point is actually drive the 2009 Ford Flex. Now we have, although under the limited time constraints of a manufacturer-sponsored cattle drive of media representatives.

Soooo...?
So, well, it drives nicely.

Oh, you wanted more detail on that? OK. The experience of driving or riding in the 2009 Ford Flex is more serene than you might anticipate, given Ford's previous family-truckster efforts. Not that we're naming names — such as Windstar, for example.

The triumvirate of truckster nastiness — noise, vibration and harshness — has been dealt a mighty blow by Ford engineers. Or at least it's sustained a bothersome gash. The Flex's standard 262-horsepower 3.5-liter Duratec V6, which has a history of sounding and feeling a bit grainy in the upper rpm range, doesn't upset the calm of the cabin except at wide-open throttle. Otherwise, it's happy to hum away in the background, drawing no more attention to itself than a refrigerator compressor.

The six-speed automatic transmission (another major Flex component also used in the two-row Ford Edge utility) shifts smoothly and solidly. As in the Edge, the transmission (jointly developed by Ford and General Motors) has no facility for manual shifting. This omission is likely to upset almost no potential buyers.

Limited Appeal
By pure dumb luck we ended up driving a Limited version of the Flex. (There are also SE and SEL models.) It comes with the big 19-inch wheels as standard equipment, although you're more likely to have seen the 20-inchers that will be optional on the Limited a few months after the vehicle goes on sale this summer.

It's the Limited — and only this version — that gets laminated front door glass in addition to the laminated windshield with which every Flex is equipped.

The result is an impressive absence of wind noise. Plus whatever slap, roar or sizzle the 20-inch Hankook tires might make is almost entirely blocked from the cabin.

The Inside Lines
Devoid of any gimmicks or crazy whirly-cues, the interior seems restrained and yet contemporary. The simple upright center stack has a silvery finish that calls to mind a current Volvo. A band of woodlike material along the upper dash warms up the joint a bit, and its largely uninterrupted span gives the interior a sense of spaciousness.

While the diamond-pattern, perforated leather upholstery of the seats in our Limited model doesn't really suit our particular aesthetic sensibilities, it indicates an effort to give the interior some distinction. Materials quality is at least on the level of the GM Lambda three-row utilities (Acadia, Enclave and Outlook), and it's a far cry better than the bargain bin that is the Dodge Grand Caravan's interior.

Actually, we don't have too many bad things to say about the rear of the cabin, either. Ford has given the second-row passengers all of the extra room that came along with this stretched Taurus X platform and its 5-inch-longer wheelbase.

The third row is not a horrible place to pass time either, certainly not compared to the torture chambers that pass for third rows in some midsize SUVs.

Not on Crack
When we first heard Chief Engineer Gary Boes say that the Flex has only as much body roll as a BMW 3 Series, we said under our breath, "Whatever." After driving the Flex on a loopy little road in and around Greenwich, Connecticut, we're still saying, "Whatever," but we at least see where he's coming from.

As if the styling isn't enough to differentiate the Flex from workaday crossovers and stroller-toting minivans, Ford has been eager to make the driving experience something unexpected. And, indeed, for a big ocean-going passenger liner of a vehicle, the Flex is pretty damn composed through bends. It's not that the Flex ever lets you forget its claimed 4,661-pound heft. It's just that the horizon line outside the windshield isn't bobbing and lurching the way it normally does in a six- or seven-passenger vehicle.

Of course there is a price to be paid for this body control. The ride is quiet and rarely jarring, but it is noticeably firm by family vehicle standards. Since the suspension settings for the MacPherson strut and multilink independent rear suspension are common across all Flex models, the SE with its 18-inch tires might theoretically have an advantage in ride quality.

Quicker Than Stationary Things
There was a time when a 9-second jaunt to 60 mph was more than quick enough for a family truckster. But we live in an age where an otherwise lifeless Toyota Camry can crank out a 6.6-second sprint. Nine seconds is now slower than a top-of-the-line minivan.

It's not that the Flex is really too slow for its lot in life — 9 seconds is probably quick enough. In fact, we suspect that these days, many owners of new minivans would give up some spunk for a little more fuel economy. But the Flex's relative lack of thrust is a little incongruous with its tied-down suspension.

Should you want to humiliate a Honda Odyssey in a boulevard drag race, you're going to have to wait until next year when the twin-turbo, direct-injection 3.5-liter V6 sneaks onto the Flex's options sheet. The 340-hp so-called EcoBoost mill should make the Flex the undisputed badass of the day care circle drive.

That Explains a Few Things
We're not sure that we have anything to say about the look of this particular ribbed consumer product that we didn't say in our First Look.

Still, we did find out that in addition to a potentially unhealthy fascination with old vacuum cleaners, Chief Designer Rich Gresens also once sold Saabs and designed a concept vehicle for noted Swiss weirdo Frank Rinderknecht of Rinspeed.

This crazy scuba-gear-colored, hovercraft-carrying, no-door-having Rinspeed X-trem makes the Flex look as outrageous as a 1991 Toyota Camry.

The Tally Sheet
One thing that we haven't addressed with any depth previously is pricing. Sure, we noted that the base price of the 2009 Ford Flex will be $28,995 (including $700 destination charge). Naturally this price is for the front-wheel-drive SE. Paint this bad boy white and it'll look like one of those plumber's vans from Europe.

So come along with us as we belly up to the Flex options sheet like it was a dee-luxe buffet. To start, we want the Limited version with all-wheel drive because, well, because we do. With this highest-end trim level you get a power tailgate, memory seats, power-adjustable pedals, HID headlamps and silly multicolor changeable interior ambient lighting along with the exterior shiny bits that will captivate simple-minded rubes. That's going to run $37,255 with the destination charge, just to start.

We'll add the towing package ($570) because we plan on buying something that weighs up to 4,500 pounds sometime soon. We're going to throw in the second-row heated reclining seats for $870. And because we firmly believe that when an automaker offers a true compressor-driven refrigerator in a vehicle the shape of an overturned refrigerator, you're obligated to get it. The 5-quart fridge nestled between the rear seats costs $760.

Why stop there? We're going to need the $55 all-weather floor mats for reasons too depressing to get into here. We'd check the box for the DVD rear-seat entertainment center for $1,020. We dig the multipanel Vista Roof, too. So add $1,495. And what would the Flex be without the $395 contrasting roof color? Make ours "White Suede." We'd also order Sync for $395. We're going to want roof rack side rails ($100). Oh, and we want the navigation system with included back-up camera ($2,375), too. By the way, Ford hasn't yet priced the optional 20-inch wheels and they won't be available until late summer at the earliest.

Let's see, that'll be $45,190. Ouch. Well, maybe we'd take back the nav system and maybe rear-seat passengers don't really need warm butts. But we're keeping the fridge, dammit!

Comparison Shopping
Altogether this is about $5,000 more than a loaded Honda/Dodge/Chrysler/Toyota minivan. If you went hog wild, you could crank up the sticker of a GMC Acadia to $45,000 or so. A well-equipped Toyota Highlander Limited or Mazda CX-9 is in the low $40Ks. You'll have to work at it to get a Honda Pilot to top $40,000.

At least 70 percent of the vehicles listed above are really good. Based on our limited exposure, the 2009 Ford Flex seems competitive in terms of mechanical sophistication and available comfort and convenience items. But ultimately, you don't have to drive it to realize the Flex's appeal has as much or more to do with how it looks than how it functions.

But just so you know, it functions fine.

* Credit to Car Space member traveler73 for pointing out Ford's odd obsession with naming its vehicles after shaving products. What's next, the Venus?

Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.

Goose the Foose

Front View "Smoking The Tires"

Driver Side

Roush Engine

By Mike Schmidt, Vehicle Testing Coordinator Email | Blog
Date posted: 06-19-2008



Here we sit behind the wheel of the 2008 Ford F-150 Foose Edition. With one foot planted on the brake pedal, we drop it into gear and goose the throttle. Somewhere beyond the loud whine of the supercharger we hear a long, drawn-out shush. It's not our high school librarian. These 22-inch tires just don't squeal like we expected.

A glance in the rearview is reassuring. White smoke billows from the wheel openings and now engulfs the truck bed. This exercise doesn't sound as cool as we had hoped, but it gets the job done. We pull around to the front of the building, park in the first available spot and climb out.

Some bystanders shake their heads in disgust and a couple of kids smile as we puff out our chests and strut past them. Our tuxedos reek of rubber as we enter the church. Just then the groom turns and says, "It sure is a good thing we got here early for photos."

Now we understand why Chip Foose and Ford teamed up for the 2008 Ford F-150 Foose Edition. This truck is built for burnouts. And burnouts draw attention. Ford hopes this attention is enough to generate some F-150 sales.

A Familiar Story
Chip Foose is everywhere these days, as this surprisingly young member of the Hot Rod Hall of Fame seems to be everywhere all at once, sketching new hot rods, talking about design or hawking products on TV. It's no wonder that Ford sought him out for a special-edition version of the Ford F-150, because his hot-rod roots and modern design tastes are a perfect fit for what Ford is trying to accomplish here. Of course, this project probably sounded way cooler to the Ford product planners two years ago at the 2006 SEMA Show when it was conceived than it does right now. In the midst of escalating gas prices, you couldn't pick a worse time to sell a pickup with a supercharged 450-horsepower 5.4-liter V8.

Foose puts his own spin on a popular Ford story with his signature hot-rod look. First you start with an F-150 FX2 Sport short bed, then you add shiny upper and lower front grilles, a kit of add-on bodywork, plus a few items embossed with the Foose logo for the interior. Most of all, there are the Foose graphics (he's a guy with a strong graphic sense) — big striped decals that run the length of the truck. It all adds up to just what you'd expect from a hot-rod truck, although its overall visual refinement might make its appearance a little predictable.

The Foose Edition has plenty of hardware to back up the made-for-TV look. A Ford Racing supercharger with a clever integrated intercooler bolts right on to the iron-block 5.4-liter Triton V8, and a Ford Racing cat-back dual-exhaust system improves the overall airflow. The result is 450 hp at 5,200 rpm and 500 pound-feet of torque at 4,200 rpm.

With so much power at hand, some effort has been made to keep the Foose F-150 in touch with the ground. Eibach springs are installed, with coils up front and leaf springs in the rear, and there's a Sachs damper at every corner. Just as you'd expect, Foose-designed forged 22-inch wheels are part of the deal, although their impact is heightened by the massive P275/45R22 Pirelli Scorpion Zero tires. Spin these too frequently and replacement tires will pick your pocket for 250 bucks apiece.

Good Tires Make a Difference
When all is said and done, this Foose has output not unlike its companions in the F-150 special-edition sweepstakes, the 2007 F-150 Harley-Davidson, 2007 Saleen S331 Supercharged Sport Truck and 2007 Roush Performance Stage 3 F-150.

This kind of power has a definite impact on performance. In a straight line this 5,500-pound truck is quick for its size, completing the quarter-mile in 14.7 seconds at 92 mph, quicker by 0.2 second than the 2007 Roush Stage 3 we tested. Shifts are crisp in the Foose, but the widely spaced gear ratios in this old-fashioned four-speed automatic transmission deliver power in peaks and valleys.

This truck has some good stoppers, coming to a halt in a mere 117 feet from 60 mph. By comparison, the Roush Stage 3 requires 134 feet. We attribute much of this stopping power to the massive grip of its Pirellis, but we should also note that brake fade was nonexistent even after as many as seven attempts.

When it comes to turning a corner, the Foose handles well for a truck with a wheelbase of 138.5 inches and an overall length of 224 inches. Its slalom speed of 59.6 mph is faster than the Roush's 57.9 mph. Around the skid pad, the Foose and the Roush match one another with 0.80g of lateral force and they do the job with a far better balance between front and rear grip than the stock F-150.

Showroom Ready
Limited-production trucks like the Foose are built for a couple of reasons. They satisfy the needs of folks with money to burn who are looking for a finished truck capable of blowing the doors off all the wannabes in their neighborhood. (These people tend to spend $1,700 on personalization, much more than buyers of any other truck.) And from a brand perspective, Ford hopes they serve as a catalyst to encourage sales across the model line.

Full-size truck sales are down significantly from 2007 for all manufacturers, and the Ford F-150 in particular has slumped 24 percent in recent months, an indicator of the way the F-150 caters to non-truck people who can own anything they want. Trends in the price of oil suggest a shift toward unibody, fuel-efficient compact trucks may be on the horizon. Suddenly the Honda Ridgeline is looking more compelling to rival manufacturers despite its modest sales numbers, and we've already seen glimmers of what could be the next El Camino from GM's Holden arm. Concept retro versions of the Ford Ranchero and Subaru BRAT can't be far behind.

Ford needs to bring people to the dealership in order to sell trucks. And a truck like the Foose edition looks good on the showroom floor. It even looks good on paper, though you might wince at its $55,200 MSRP. Yet even those thin of wallet are likely to turn their efforts to a less expensive F-150, order parts on the Ford Racing site and modify their own truck. At least this is what Ford wants to happen.

Blowing Smoke
In a time when the Toyota Prius is king and hypermiling is actually a word, the 2008 Ford F-150 Foose Edition is out of place. This truck draws attention to itself with high horsepower and a propensity to victimize rubber. It's not interested in fuel consumption through a sippy cup, but instead prefers a funnel and hose.

Hot-rodders have always been considered part of the counterculture, and this Chip Foose-inspired truck fits that mold particularly well in these eco-conscious times. Unfortunately this truck is destined to be a collector's item as a result, because we don't foresee very many sales.

Nevertheless, the Foose F-150 is exactly what you want from a hot-rod truck. But when the urge to blow a smoky burnout behind the local church comes on, take a look around first. Be sure the pastor isn't standing out back on his cigarette break. Sorry, Reverend.

The manufacturer provided Edmunds this vehicle for the purposes of evaluation.

Flex: A new Ford image ... or just over the top?

Rick Kranz
Automotive News
June 10, 2008 - 12:01 am ET


The 2009 Ford Flex crossover is all about conveying a new image.

The Flex is a visual indicator of the changes going on at Ford at a time when the automaker desperately needs a home run.

The Flex's boxy, wagonish exterior design signals Ford is willing to break away from the me-too crossover styling model and take a risk. The word "polarizing" appears as a styling description in a Ford news release.

"You fundamentally can't deny this is a vehicle that you are noticed in, that says something about you," says Kate Pearce, Flex marketing manager. "You are not a wallflower when you are driving in this car. It is very different."

The basics: Two design elements stand out on the Flex's wagonlike exterior: the horizontal grooves in the door panels and the apparent influence of the Mini Cooper in the greenhouse and two-tone paint scheme.

Richard Gresens, chief designer for the Flex, said the grooves are character lines that convey precision, uniqueness and continuity.

"If you look at the four grooves and you look at the three-bar grille, that whole horizontal motif sort of follows its way around the car," said Gresens. "You go around the back, you will see the same motif on the back."

Another design element is what Gresens calls "the floating roof," created by giving each roof pillar a glossy black finish, in the style of the Mini Cooper. The standard roof is body color; buyers can select white or silver as an option.

"A floating roof means there is no body color tie-in to the body side," he said. "We thought it was distinctive for the car. It also allows us to personalize it."

As for the interior, the look and feel is high-end, even on the base SE model. The standard cloth seats on the SE feature a tweedlike fabric with a hound's tooth pattern for the inserts.

The Flex's platform evolved from the front-drive platform that underpins the Ford Taurus, Taurus X, Mercury Sable and the upcoming 2009 Lincoln MKS sedan. For the Flex, the wheelbase was stretched 5 inches to create wider front door openings and boost second-seat legroom.

Additionally, the front and rear overhangs were shortened; the Flex overall is 0.5 inches longer than the Taurus sedan. The track is about an inch wider. All-wheel drive is optional.

A new multilink rear suspension was engineered to boost cargo-carrying capability over the Taurus X crossover and avoid a harsh, uncomfortable ride when 19- or 20-inch wheels are selected. The rear suspension design will be shared with the MKS.

Ford Flex vs. Honda Pilot
How the Ford Flex compares with the Honda Pilot
2009 Ford Flex 2009 Honda Pilot
Wheelbase 117.9 in. 109.2 in.
Length 202.3 in. 190.9 in.
Width 79.9 in. 78.5 in.
Height 67.6 in. 71.0 in.
Curb weight 4,498 lbs. 4,319 lbs.
Base engine 3.5-liter V-6 3.5-liter V-6
Horsepower 262 @ 6,250 rpm 250 @ 5,700 rpm
Torque, lbs.-ft. 248 @ 4,500 rpm 253 @ 4,800 rpm
Transmission 6-speed auto. 5-speed auto.
EPA mpg 17 city/24 hwy. (fwd) 17 city/23 hwy. (2wd)
Base price* $28,995 $28,230
* Includes shipping





Notable features: The second-row seats fold and tumble forward to ease access to the third row. An optional system folds and tumbles second-row seats at the touch of a button located on the C-pillar.

A nice feature is the optional two-model compressor-driven refrigerator. It can keep contents cool to 41 degrees or keep food frozen to minus 5 degrees. The refrigerator can operate when the engine is off; a sensor cuts power to the refrigerator before the vehicle battery is drained.

Compromises and shortcomings: The captain's chairs available in the second row lack armrests. Additionally, despite all the hoopla about second-seat legroom and comfort, the seat bottom is on the short side on models equipped with a second-row bench seat. A longer seat bottom would provide better thigh comfort.

Nuts and bolts: The Flex goes on sale this month. The base Flex SE carries a $28,995 sticker, including shipping; fully loaded, it stickers at around $43,000. A six-speed automatic transmission is standard. Fuel economy for the fwd model is 17 mpg city/24 highway; the awd model gets 16/22. Six- and seven-passenger seating is available; the third seat accommodates two people.

The skinny: The Flex has the Ford brand's quietest, best-looking interior, along with excellent ride and best handling for a family vehicle. But the Flex team is holding its breath now that gasoline has passed $4 per gallon in some markets.

FORD FIESTA PRODUCTION TO BEGIN IN EARLY 2010; EUROPEAN HATCHBACK ADDED FOR NORTH AMERICA

Ford Fiesta's

Both Models 4-Door and 2-Door

Side View 4-Door

Side View 2-Door

Interior

Side View 4-Door

Side View 2-Door

PRESS RELEASE


FORD FIESTA PRODUCTION TO BEGIN IN EARLY 2010; EUROPEAN HATCHBACK ADDED FOR NORTH AMERICA

Ford Fiesta for North American customers will be produced at Ford's Cuautitlán Assembly Plant beginning in early 2010

Sporty European hatchback model added for North America, alongside popular sedan

Cuautitlán Assembly Plant transformed from large-truck to small-car production as part of Ford's manufacturing realignment and investment in smaller, fuel efficient vehicles

New diesel engine line at Chihuahua Engine Plant and a new joint venture transmission plant with Getrag in Guanajuato also planned
MEXICO CITY, May 30, 2008 – Ford Motor Company today announced the new Ford Fiesta small car for North America will be produced at the company's transformed Cuautitlán Assembly Plant beginning in early 2010 and a sporty European hatchback model is being added to the North American lineup alongside the popular sedan.

Transformation of the facility near Mexico City begins this year, as the plant is converted from its current production of F-Series pickups for the Mexican market to small cars for all of North America. The Chihuahua Engine Plant, which builds I-4 engines, also will assemble diesel engines for light- and medium-duty trucks in a variety of global markets. In addition, through a joint venture with Getrag (GFT), Ford will establish a new transmission plant in Guanajuato to support various Ford products. Company officials announced the trio of investments jointly with Mexico President Felipe Calderón Hinojosa.

The new multi-plant development effort represents a $3 billion U.S. investment, including the support of local suppliers. It is Mexico's largest ever automotive investment. The moves are expected to create approximately 4,500 Ford jobs. Together with all direct and indirect employment at suppliers, the moves affect 30,000 jobs in Mexico.

"Ford is absolutely committed to leveraging our global assets to accelerate the shift to more fuel-efficient small cars and powertrain technologies that people really want and value," said Ford President and CEO Alan Mulally, who was in Mexico for the announcement. "Our investments in these facilities in Mexico are part of our plan to further realign our manufacturing capacity in line with the introduction of more small cars and crossovers."

A small car concept called the Verve showcased the design direction for the new Fiesta when it debuted at the North American International Auto Show in Detroit in January. Both sedan and hatchback models were displayed – with high praise from customers and the news media.

"Customers responded very positively after seeing both the sedan and hatchback versions of the Verve small car concept," said Mark Fields, president of The Americas, Ford Motor Company. "We know the market is headed toward more small cars and crossovers. With our product and manufacturing flexibility, we will be able to offer both models and add production capacity."

The New Ford Fiesta

When it goes on sale in North America in 2010, the new Fiesta will be bold and sophisticated – to help it clearly stand out from other small cars on the road. Ford is building on decades of small car leadership in Europe as it develops the new Fiesta for North America to appeal to increasingly savvy customers who value technology, design and fuel efficiency.

Momentum in small-car sales is outpacing overall industry growth worldwide. Globally, small car sales have grown from 23 million units in 2002 to an estimated 38 million in 2012.

Driving the growth in the North American market is a group of young people aged 13 to 28 years – dubbed "Millennials." Today, this group stands 1.7 billion strong worldwide and will represent 28 percent of the total U.S. population by 2010.

The Fiesta is the first of Ford's new global family of small cars set to debut in Europe and Asia later this year and next year – and in North America early in 2010.

"We're looking at every aspect of what's defined Ford as a small-car leader in Europe and working to build on this expertise in driving dynamics and design across a global family of Ford cars that are as exciting to drive as they are to look at," said Derrick Kuzak, Ford's group vice president, Global Product Development. "The Fiesta is designed to set a new world standard for quality, design, fuel economy and comfort in the small car segment."

Ford in Mexico

With this investment, Ford – the first automaker to establish operations in Mexico – is building on a manufacturing presence of more than 80 years and an equally long tradition of supporting local communities.

"This opportunity to strengthen our business and the local industry has been made possible through support from the federal and state governments," said Louise Goeser, president and CEO, Ford of Mexico. "We look forward to working together to drive continued success in the future."

Ford officials made the announcements in a joint event featuring President Calderón as well as Governors Enrique Peña Nieto, José Reyes Baeza and Juan Manuel Oliva Ramírez.

The total investment is expected to increase Ford of Mexico's annual production to nearly 500,000 vehicles and 330,000 engines by 2012, with nearly 80 percent of the vehicles and most of the engines slated for the North American market.

Today, Cuautitlán Assembly Plant makes trucks for the Mexican market, ranging from the Ford F-150 to the F-550. To meet future demand, trucks for Mexico will be imported from the U.S., making room for a new generation of small cars that are stylish and fun to drive.

Ford also has stamping and assembly plants in Hermosillo, Sonora, where the Ford Fusion, Mercury Milan and Lincoln MKZ sedans are built. These mid-size cars are sold throughout North America as well as Venezuela and Brazil and have won numerous quality awards.

"Our workers at the Hermosillo plant have been a key part in boosting Ford's overall quality," Fields said. "Ford vehicles are among the best in the business in terms of initial quality, and we intend to keep raising the bar with each new product we bring to market, including Fiesta."