About as close as you'll get to a Taurus SHO wagon.

BY MIKE SUTTON, PHOTOGRAPHY BY JORDAN BROWN AND THE MANUFACTURER
October 2009

• Photos (28)

Highs and Lows

Highs: V-8-like power from the turbo six, cavernous and comfortable interior, rather attractive for a box.

Lows: V-8-like fuel economy, still not that fun to drive, options make it rather expensive.

Specifications

VEHICLE TYPE: front-engine, 4-wheel-drive, 6- or 7-passenger, 5-door wagon

PRICE AS TESTED: $39,995 (base price: $36,970)

ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, direct fuel injection

Displacement: 213 cu in, 3496cc
Power (SAE net): 355 bhp @ 5700 rpm
Torque (SAE net): 350 lb-ft @ 1500 rpm

TRANSMISSION: 6-speed automatic with manumatic shifting

DIMENSIONS:
Wheelbase: 117.9 in Length: 201.8 in
Width: 75.9 in Height: 68.0 in
Curb weight: 4825 lb

C/D TEST RESULTS:
Zero to 60 mph: 6.0 sec
Zero to 100 mph: 15.9 sec
Zero to 120 mph: 27.3 sec
Street start, 5-60 mph: 6.3 sec
Standing ¼-mile: 14.6 sec @ 96 mph
Top speed (governor limited): 123 mph
Braking, 70-0 mph: 190 ft
Roadholding, 300-ft-dia skidpad*: 0.81 g

FUEL ECONOMY:
EPA city/highway driving: 16/22 mpg
C/D observed: 15 mpg

*Stability-control-inhibited.

Even among people movers, the Ford Flex is particularly versatile; it's part station wagon, part crossover, and as spacious inside as a semi trailer. Despite finishing fourth in a six-crossover comparison test, the Flex is a unique, well-made, and beautifully packaged vehicle, albeit rather slow and unremarkable to drive with the base 262-hp, 3.5-liter V-6. But for 2010, the new twin-turbocharged, direct-injection, 355-horse EcoBoost six-cylinder is an option, and it's being marketed as offering "V-8 performance with V-6 fuel economy." How does adding a serious shot of horsepower affect the Flex's appeal? And is there any truth to Ford's EcoBoost hype?

Getting the Kids to School in a Hurry

Well, we can say that for a 4800-pound family vehicle in which you can get a second-row refrigerator-how's that for a niche?-the twin-turbo Flex is seriously quick. With the 3.5-liter EcoBoost V-6 sending 355 hp and 350 lb-ft of torque through the standard six-speed automatic and all-wheel-drive system, our SEL tester hustled to 60 mph in six seconds flat, covered the quarter-mile in 14.6 at 96 mph, and reached a governed top speed of 123 mph. That's nearly two seconds quicker to 60 mph and through the quarter than the last Flex we tested with all-wheel drive and the base V-6. Turbo lag is virtually nil, shifts are smooth albeit a little slow, and the exhaust note sounds about the same as that of the naturally aspirated version, so you get a big bump in speed without the boy-racer behavior you might expect from forced induction. The EcoBoost engine still swills regular unleaded, too.

Turbo models also sport a retuned suspension with stiffer springs, revised dampers, and a slightly lower ride height (by 0.4 inch), although all that didn't really add up to a notable improvement in skidpad grip, which was 0.81 g versus 0.80 g without the revisions. But the changes, combined with optional 20-inch wheels wearing 255-series Goodyear RS-A's, do help the big Flex feel more sure-footed and planted than before, while the transmission's manual mode and wheel-mounted paddle shifters make the drive somewhat more involving when the road gets curvy. However, it still doesn't feel as dynamic in the twisties as our long-term Mazda CX-9, which remains one of our favorite large, three-row crossovers.

Of our complaints, the standard 12.8-inch front and 13.0-inch rear disc brakes (same as the non-turbo model's) are the most notable. As with most Ford brakes of late, they fade quickly and don't feel up to repeatedly arresting the Flex's mass from high speeds, producing a mediocre 70-to-0-mph measurement of 190 feet; an upgraded system at least for its speedy EcoBoost models would be very welcome. Other issues range from a stability-control system that can't be completely turned off to the vague and overboosted feel of the electric power-steering system. Something also could be done about the chintzy plastic paddle shifters, which look and feel like afterthoughts and are of the frustrating pull-to-upshift, push-to-downshift type. Seriously, Ford-you ask $3000 for a honkin' twin-turbo motor and don't even toss in a decent pair of aluminum shift paddles?

Not Much Else Changes

Inside, the manumatic detent in the shift gate and those paddles are the only cues that differentiate EcoBoost models, which means the search for more power hasn't harmed the Flex's expansive three-row cabin and impressive fit and finish. The wide, pillowy front seats rival La-Z-Boys for backside soothing, and driver comfort is further improved for 2010 by the addition of a telescoping function to the tilting steering column. While our tester lacked the optional second-row captain's chairs ($650) and console-mounted fridge ($795, Limited models only), there was enough room in the middle row with the three-across bench to erect a jungle gym. Third-row access and comfort also are among the best in the segment, but low seatbacks make the space best suited for children or shorter adults. More than 80 cubic feet of cargo space and a flat load floor are available with both rows collapsed, but have patience with the power liftgate, which takes a too long to open or close and fights you when you want to open it manually.

Exterior revisions are limited to a small EcoBoost badge on the hatch and exhaust finishers located on each side of the rear fascia. Otherwise, the Mini-Cooper-that-swallowed-a-school-bus styling remains intact, and it's still refreshingly original in the sea of frumpy minivans and soulless crossovers.

Everything is Relative, Including Bargains

At $39,995, our mid-level SEL model (the EcoBoost engine is only offered on SEL and Limited trims) was relatively simple, with the only option being a $3895 package bundling the 20-inch wheels with a 12-speaker Sony audio system and a convenience group of adjustable pedals, the power liftgate, leather seats, and heated mirrors. While it was in no way a stripper, opting for cool features like the panoramic moonroof ($1495) and the rear-seat DVD entertainment system ($1995) could quickly push the sticker into the mid-$40K range. Stepping up to the Limited model with EcoBoost ($42,840)-which includes unique exterior trim, navigation, the upgraded Sony stereo, and the SEL's optional convenience features, among others-and loading it up with options could see the price crest $50,000. We're going to go ahead and call that a teensy bit insane.

So, yes, $50K is a lot of money for a soft-roading crossover that can only tow 4500 pounds and averaged a measly 15 mpg in our hands-so much for that V-6 fuel economy!-but it's still about the same as a base, twin-turbo Lincoln MKT, which shares the Flex's mechanicals but doesn't perform as well, doesn't look as good, and has less third-row headroom. However, there's yet another way to look at it.

SHO the Whole Family a Good Time

Ford hasn't produced-and likely never will-a two-box, wagon version of the Taurus SHO, regardless of how awesome the one we built in 1993 was. But with the 2010 SHO bloating to 4300 pounds and casting a shadow closer to that of an SUV, it's not really the zesty four-door we remember from the '80s and '90s. Enter this Ford Flex SEL EcoBoost, which for a couple grand more than a base SHO is less than a second slower to 60 mph and through the quarter-mile, handles almost as well, and has 44 percent more interior volume. Heresy, some would say, but if you have a sizable brood and want a unique, practical, all-weather crossover that can haul ass as well as it can carry stuff, the turbo Flex is at least worth considering. Just be careful with the options.

Ask anybody over 50 this question, "What's the coolest thing you've ever owned?" Without missing a beat, most people will mention a favorite car or truck. It's been this way for generations. Cars are cool. Americans love them, what they stand for, their technology, and the freedom they provide.

However, with the onset of Eco-Boomers coming of driving age, some are predicting the end of USA's love affair with the automobile. Trend watchers note that Eco-Boomers (those born between 1979 and 1994) identify more, and assign more social status to their cell phone or game consoles than the vehicle the already or may someday drive.

Videos: 2010 Ford Mustang Reveal

To maintain The American Way, this trend must stop.

Reality vs. Fantasy
A potentially effective antidote is the 2010 Shelby GT500 from Ford Motor Company. This is the most powerful of all factory-produced Mustangs. The car was developed in association with the legendary Carroll Shelby, one of the world's most famous race drivers and car builders. The newest Shelby incorporates all of the modifications we wrote about when we previewed the new 2010 Mustang last fall, but goes further by adding more style and much more performance (225 more horsepower than the Mustang GT!).

Trend watchers and their Eco-Boomer study subjects may find their priorities rearranged with exposure to the GT500, coupe or convertible. While today's young adults have grown up in a world of virtual experiences, perhaps the reason for their ignorance about great cars stems from never hearing the primeval growl of a supercharged V-8. Once experienced, virtual YouTube video encounters over iPhones become sad substitutes.

Certainly nothing can replace the actual experience of rocketing from 0-120 mph in 12 seconds; about the time it takes many vehicles to reach half that speed. No console can replicate the feeling 540 horsepower boosting you forward as if on a rocket sled.

Perhaps instead of mastering a driving game (emphasis on "game"), the Shelby GT500 will inspire Eco-Boomers to hone their skills behind a real steering wheel while mastering the shift pattern of a short-throw manual transmission. For those who never learned how to drive a stick, Ford doesn't offer an automatic transmission in the GT500.

Over exuberance with the GT500's throttle will send the Shelby's newly designed Goodyear Eagle F-1 Supercar tires up in smoke. Unless new gaming consoles include surround smell, nothing can prepare previously unassaulted nostrils for the acrid smell of molten rubber. Just like posting a high score in the virtual world, once you've developed the skill, hazing the tires becomes just as addictive in real life.

GT500 Performance Hardware
The details of the 2010 Shelby GT500 are this: its 5.4-liter, double-overhead cam, 32-valve V-8 produces 540 horsepower at 6,200 rpm and 510 lb-ft torque at 4,500 rpm. The supercharger is mounted in the valley of the V-8, and sends highly compressed air through an intercooler to further increase the engine's power potential.

The standard six-speed manual gearbox has taller gear ratios in 5th and 6th for more economical highway cruising, so the GT500 is a relatively green performance car... try naming another four-passenger car with 540 horsepower that gets 22 mpg on the highway.

Suspension components are tuned to deal with the Shelby's formidable power. The suspension is stiff but not punishing. It soaks up bumps and broken pavement better previous Mustangs with live rear axles.

The car's uniquely programmed Advance Trac electronic stability control shows how this car with so much history has easily made the transformation into the modern electronic era (the first Shelby Mustangs were produced in 1965). Advance Trac boosts the Shelby's handling capability while providing an extra margin of dynamic safety, working in concert with racing style Brembo front brakes.

Regarding style, the Ford Shelby GT500 carries over the lines of the re-drawn 2010 Mustang... mostly. The new grill and aluminum hood are simplified and beefed up. A functional air extractor on the hood's leading edge helps rid the engine compartment of heat. The Shelby also gets unique forged 19-inch wheels on the coupe (18-inchers on the convertible). Its bold stripes can't be missed, even from the inside. The exterior stripes carry through the center sections of the leather-covered front and rear seats. Even the ball topping the short-throw shifter is striped.

While console players who have access to a reset button aren't interested in real safety, the new Shelby GT500 delivers on safety with a standard ABS, traction control, and four airbags. The GT500 also includes the SYNC infotainment interface with SYNC's 911 Assist.

The doorsill plates include an SVT logo (Special Vehicle Team worked up the GT500 within Ford) that glows when the ambient lighting is operational. Sirius NAV system with Travel Link is optional.

Salvation For Eco-Boomers
Powerful antidotes to awake Eco-Boomer's from their computer-induced comas should begin to reverse the generation's attachment to hand-held mobile devices and video games.

In Pictures: Shelby GT500

Dodge fired the first salvo with their 2009 Challenger SRT8. Unfortunately, the muscle car's summer-2008 launch coincided with the bottom dropping out of the economy. Timing is everything, and not even the 425-horsepower HEMI engine could accelerate sales.

Chevrolet followed just last month with the re-introduction of the 2010 Camaro. When the high-performance Camaro SS hits the street, its 426-horsepower 6.2-liter V-8 should work like nitro glycerin for buyers who have been waiting for a car to jumpstart their automotive passion.

Ford expects Mustang enthusiasts to snap up the first of the Shelby GT500s when the car goes on sale this spring, but production will continue all year. Given the size of the Eco-Boomer generation (estimated to be a large as the Baby Boomers) and the historic ability of Shelby to provide a thrilling driving experience, the combination may lead to a swell of demand from drivers looking for excitement on pavement instead of from pixels.

At an as-delivered price just over $48,000, the 2010 Shelby GT500 certainly delivers. And there is no virtual substitute.

We just got done testing a 435-hp Roush Mustang 427R, on which we'll have a full story shortly, but Roush has this week upped the 2010 Mustang ante with a new pair of tire-smoking Mustangs. Both coax 540 hp and 510 lb-ft of torque from the Mustang GT's 4.6-liter V-8. Roush claims an 11.8-second quarter-mile time.

The power comes from a supercharger, new pistons that lower the compression ratio to 8.6:1, as well as tougher connecting rods and a forged crankshaft. A new fuel system, clutch, and remapped engine computer round out the performance mods.

The Stage 3 Mustang (above) serves as Roush's halo car. It wears a body kit, 18-inch chrome wheels, and a billet grille that nixes the Mustang GT's fog lights. The car also sports a new exhaust, four-piston front brakes with 14-inch discs, and Roush suspension components with front and rear anti-roll bars. Roush leather seats, a short-throw shifter, new pedals, illuminated doorsill plates, and a Stage 3 badge adorn the Mustang's interior. The Stage 3 package is limited to 103 vehicles and will set you back $59,945.

Roush also announced the 540RH or "Hammer", which employs the same powertrain and chassis modifications but without so many visual distinctions-a sleeper of sorts. The Hammer comes with just a Roush rear spoiler, short-throw shifter, new wheels, and a stripe package. The go-before-show Mustang starts at $46,145.

2010 Ford Mustang Beats Muscle-Car Rivals in Consumer Reports Test

Date posted: 09-01-2009

YONKERS, New York - The 2010 Ford Mustang came out ahead of the Dodge Challenger and Chevrolet Camaro in a new test of sporty cars and coupes by Consumer Reports. The consumer watchdog lauded the Mustang for being "an even more balanced and satisfying driver's car than ever before."

The Camaro's "girth" proved to be its undoing in the test, Consumer Reports noted, saying it "undermines its agility." The Challenger was slapped for mediocre braking and for having "a big car feel rather than a sports car" feel.

The Mustang squeaked by the 2010 Camaro, according to the Consumer Reports scorecard. The Mustang received a "very good" overall road test score of 78 points, while the Camaro received a "very good" overall road test score of 71 points, the magazine said in a statement on Monday. In contrast, the Challenger received a "good" rating of 53 points.

"The Mustang topped this group by delivering strong acceleration, communicative steering and the most agile handling," said David Champion, senior director of Consumer Reports' Auto Test Center.

The Hyundai Genesis Coupe received a "very good" score, as did the Nissan 370Z and the 2009 Subaru Impreza WRX. The Genesis Coupe was knocked for a "heavy clutch" that Consumer Reports said made "it a challenge to get smooth shifts." The 370Z was criticized for a cramped and noisy cabin, as well as a stiff ride that "is wearing over time," said Consumer Reports.

Inside Line says: Mustang flexes its considerable muscle in the latest round of testing from a very critical source. - Anita Lienert, Correspondent

(Enlarge photo)

The 2010 Ford Mustang outpaced the 2010 Dodge Challenger and the 2010 Chevrolet Camaro in Consumer Reports' latest test of sporty cars and coupes. The Mustang was praised for being a more "satisfying driver's car than ever before." (Photo courtesy of Ford Motor Company)

(Enlarge photo)

The 2010 Chevrolet Camaro was lauded for its "blistering performance," but Consumer Reports said "its girth undermines its agility." (Photo courtesy of General Motors Corporation)

(Enlarge photo)

Consumer Reports said the 2010 Dodge Challenger did a good job of recapturing "the character of the American muscle car," but it was spanked for mediocre braking and for its disappointing "big car feel." (Photo courtesy of Chrysler LLC)

New 6.7-liter Power Stroke Diesel to Debut in 2011 Ford Super Duty Trucks

Ford has announced an all-new diesel engine for the 2011 F-series Super Duty trucks. The V-8 displaces 6.7 liters and uses a single turbocharger. No output numbers have been specified yet, but they should be considerably higher than the 350-hp and 650-lb-ft ratings of the outgoing 6.4-liter Power Stroke engine.

The engine is reportedly 160 pounds lighter than its predecessor, thanks to aluminum heads, yet still strong enough to support the increased power output. Ford says the engine should be good for a 250,000-mile life, a claim backed up by extensive testing. There is also a claimed reduction in NVH (noise, vibration, and harshness) over previous generations.

Fancy tricks for the V-8 include an industry-first single-sequential turbocharger-which combines the benefits of a small and large turbo in one unit-and an exhaust manifold routed between the cylinder heads, both of which should help reduce turbo lag. The engine can run on 20-percent biodiesel and injects fuel at up to 30,000 psi. Finally, resonators to cut intake and exhaust noise, as well as "instant-on" glow plugs, should make the diesel more user-friendly.

In order to meet stricter emissions standards, Ford has fitted the new Power Stroke with an aftertreatment system similar to those used by many of the European manufacturers. It uses a urea solution (which Ford calls Diesel Exhaust Fluid) which helps in the process of cleaning and filtering the exhaust to remove nitrogen-oxide emissions.

Now that the engine has been announced, we expect more info on the truck that's wrapped around it will come shortly.

2010 Ford F-150 SVT Raptor - First Drive Review

Recalibrating our brains for the most radical pickup truck ever.

BY MIKE SUTTON
August 2009