Ford 2014 Evos
FORD has revealed clear clues to its dramatic design future with this stunning four-seat fastback concept, which has been previewed ahead of its public debut at the upcoming Frankfurt motor show.
The Blue Oval says the Evos concept - which features not two but four radical gullwing doors, both front and rear, a plug-in hybrid powertrain and a host of cutting-edge cabin technology – “signals a significant transformation of the Ford brand”.
It may also explain international reports that have suggested Ford would choose this year's giant German car show to debut its rumoured new Focus-based coupe model, since the Evos is very similar dimensionally to that car.
Reports out of the UK, meanwhile, suggest the concept may even get the ball rolling on a reinvention of the brand’s iconic Capri, although Ford itself stresses the show car is a one-off design exercise only.
Powering the concept is a development of the plug-in hybrid drivetrain from the forthcoming C-Max Energi people-mover, which is set to commence North American sales next year.
Ford is keeping its powder dry on whether the output or consumption figures for the Evos are different to the C-Max, but the company claims the car’s combination of an Atkinson-cycle four-cylinder petrol engine and lithium-ion battery pack can deliver a driving rage of some 800km.
Ford claims the concept’s bold lines are an evolution of the 'kinetic' design language seen on the current-generation Fiesta, Focus and Mondeo. Its signature hexagonal-shaped grille – as already seen on the Focus Electric and Taurus – has been mounted higher to create “a confident, more premium look”.
The car’s sweeping, Aston Martin-esque profile gives way to a chunky rear three-quarter design, while the sleek tail-lights run along the boot in a thin strip beneath a prominent Evos badge.
The futuristic interior features a wrap-around dash design which the company says will deliver high levels of driving pleasure and driver interaction. Curvaceous surfaces sweep down on either side of the driver and display secondary information about vehicle and infotainment systems.
The minimalist, blue-lit instrument fascia is accompanied by an advanced driver interface, while the rear seats get their own touch-screen displays to interact with the vehicle.
Access to the rear pews is made easy by the extravagant set of four roof-mounted gull-wing doors, which are sure to delight Frankfurt show-goers.
The cut lines for the rear doors are cleverly obscured and integrated into the concept’s rear haunches, making it all but impossible to tell this is not a two-door coupe when these doors are shut.
Ford says the Evos builds on the Blue Oval’s Sync infotainment system by using new-generation technology aimed at boosting driver-to-car interaction and awareness.
Through the use of cloud technology it can monitor the physical state and workload of the driver, as well as allowing the car to ‘learn’ driver habits and capabilities, then overlaying map and weather data to adjust powertrain, steering, suspension and braking systems.
Ford 2012 Vertrek
Near-production Vertrek concept points to 2012 Escape replacement for Australia
IT MIGHT be dubbed a concept, but the Ford Vertrek unveiled at the Detroit motor show this week is a clear indication of the US auto giant’s next-generation global compact SUV.
Representing the next-generation Kuga, a replacement for the Escape in North America and a long-overdue successor for the struggling GF-series Mazda 626-based Escape sold in Australia, the Vertrek has emerged in near-production form and is expected to hit global markets in 2012.
Although it was designed primarily in Europe, the Focus-based Vertrek bears the new kinetic design language for SUVs that Ford Australia’s Broadmeadows-based design centre has created with the soon-to-be-released facelifted (and local Falcon-based) Territory, as shown in official preliminary sketches released last month and subsequent spy photographs snapped of the vehicle in final testing.
Australian designers also had a hand in the Vertrek’s striking interior design, while the final production version is a strong chance to be sourced from Thailand – a country with which Australia has a free-trade agreement and which could also supply this market with the current Kuga, ahead of the new-generation model previewed here.
Left: Ford Vertrek concept. Below: Ford group vice-president of design and chief creative officer J Mays.
In Detroit, Ford executives confirmed the vehicle signals the direction the company is taking for a new global small SUV based on its C-segment architecture, which replaces three current regional platforms and will spawn at least 10 new models including the redesigned Focus due here late this year and the C-Max people-mover – which was shown in Detroit in hybrid and plug-in hybrid form.
Power for the Vertrek comes from a 1.6-litre EcoBoost direct-injection four-cylinder turbocharged petrol engine, which for the first time is paired with economy-boosting idle-stop technology and regenerative braking.
The so-called Auto-Start-Stop feature is said to make a five per cent dent in fuel consumption in mixed driving conditions, with peak-hour traffic eliciting savings of up to 10 per cent.
An upgraded 2.0-litre Duratorq TDCi engine will also be available, delivering a claimed seven per cent reduction in CO2 emissions over the current unit.
Six-speed automatic and manual transmissions will be used across the range.
Ford claims the Vertrek’s “sleek, modern design” still manages a generous cargo volume, with 828 litres available behind the back row or 1879 litres when the rear seats are folded. This is up to a 20 per cent improvement over the current Kuga, and on par with the boxier Escape sold in North America.
Passenger space also increases compared to the current Kuga, while technology takes a leap forward with systems such as ‘active park assist’, a blind-spot information system (with ‘cross-traffic alert’) and ‘intelligent access’ with push-button start.
Ford describes the cabin as ‘sporty and sophisticated’, pointing to unique shapes and forms of the (leather-trimmed) instrument panel and wing-like span of the dash that extends into the door areas.
There is some striking neon red/orange fluorescent detailing, satin-tinted platinum tones on the dominant centre console and slimline seats trimmed in ‘velour leather’. Handcrafted woven leather floor materials are also used in lieu of conventional carpet.
While some of these will not make it to production, Ford’s group vice-president of design and chief creative officer J Mays has confirmed the concept is not far from production and said consumers were ready for a radical new interpretation of the compact SUV.
“The world is changing and consumers are looking for a new compact SUV,” he said. “They work hard, play hard and desire a vehicle that reflects that outlook and stands out.
“Vertrek concept brings new excitement to the global crossover and compact SUV arena and is our vision of how kinetic design can redefine this increasingly popular segment for Ford globally. The very name Vertrek signals versatility and capability, typifying the personality of the revolution in this market.”
Ford’s group vice-president of global product development, Derrick Kuzak, said: “Vertrek concept is a no-compromise solution we feel utility vehicle customers will embrace around the world.
“It is a revolution compared to what is typically seen in this segment in North America and is a stylish evolution compared with products outside North America. This new design is sleeker and more fuel efficient and delivers the capability, including people and cargo volume, customers demand globally.”
Ford 2013 Mondeo
Ford design chief reveals simplified ‘premium look’ will point to Falcon replacement
Ever since our first-drive story in the magazine, I've thought the 2011 Ford Explorer looked really good. And with more and more popping up all over the roads, I've been looking forward to driving one.
As I said, it looks good. It's probably the best-looking SUV that Ford has produced, with a sporty appearance and a hint of sophistication. The biggest surprise about this was how small it looks from a distance, but when you get inside, you realize that it is big and could easily handle a large family or a soccer team.
Another pleasant surprise was the interior's clean design. I'm getting the hang of MyFord Touch, and I'm sure owners eventually will learn to work with it easily. The center stack is also slick.
When it comes to driving the Explorer, it does feel big. Compared with the outgoing model, the 2011 version is 3.7 inches longer and 5.2 inches wider. Thankfully, the V6 provides plenty of power, the car handles well and the ride is smooth.
Overall, I like the new 2011 Ford Explorer. It's handsome, it looks good inside, and it's composed and quiet on the road, thanks to the rock-solid chassis (the one that dates to the Volvo S80).
I thought the ride/handling mix was near perfect as utes go, soft but not too soft, and it actually corners-again, keeping in mind one is in a SUV. Wind and road noise were minimal.
The interior was quite nice with comfortable seats and good build quality. Dare I say I'm getting used to MyFord Touch? Not that I like it but I can at least perform rudimentary tasks without getting out the owner's manual now. That's really as close as I get to a complaint with the new Explorer.
Overall, this is a fine people hauler and stuff hauler. If you prefer your ute to have a more carlike ride, this is a refined choice.
The interior is beautifully finished, but if I were to call one my own, it would have to be in a color other than black, and probably with the panoramic moonroof. Because of the new Explorer's roof curvature, the black interior--particularly the headliner--made the inside very dark.
All the better to see your MyFord Touch screens? Perhaps. I'm about as familiar as anyone on staff with the three-screen implementation found on the Explorer and the Edge, and like Wes, I find it pretty easy to get accustomed to. Phone pairing was a snap, and I still think the "four corners" information grouping is a good way to present things. Finally, while it isn't exactly related to functionality, the system looks fantastic and really presents a cutting-edge appearance.
2012 Ford Focus Titanium sedan
After spending an evening in the upmarket 2012 Ford Focus Titanium, I'm decidedly torn. My feelings about the chassis, brakes, steering--everything about the driving dynamics--remain the same as with our SE Sport tester a few weeks back: brilliant. For a C-segment car (granted, one tickling $27,000), the Focus is incredibly composed and unflappable in all but the most ridiculous street driving. The interior is beautifully crafted with quality-feeling materials, and the seats offer a perfect blend of side bolstering and lower cushion for my sometimes awkward, lanky frame.
Likewise, despite concerns from some of my fellow editors that the normally aspirated Focus engine is a bit meager for this application, I felt its output was very well balanced with the character of the car. Particularly in Titanium trim with the automatic gearbox, it felt neither underpowered nor overpowered.
But about that gearbox--it's the one aspect of this car that has me torn. Focus uses a dual-clutch PowerShift automatic similar to the one found in the Fiesta, and quite frankly, it does some weird stuff. The shuddering disengagement when creeping in traffic is disconcerting. The no-doubt economy-oriented shift program goes into too high a gear too quickly for the engine's torque output. And the full-throttle downshifts when merging into traffic were simply unacceptable--the delay was as much as two seconds before usable power came on line.
Being a true dual-clutch box it does have an advantage, and that's in the pseudo-manual shifting department. Unfortunately, Ford saw fit to only equip the Focus with a small up/downshift button on the gear selector instead of a paddle setup which might have actually made up for quite a few of the shortcomings. In manual mode, the transmission shifted quite nicely, rev-matched well and felt mechanically connected in a way a regular slushbox can never match.
But for the general public, those who don't know why PowerShift has some of the quirks it does, or why a dual-clutch automatic is superior in many ways, I think this automatic is going to be a serious marketing problem for Ford. It simply doesn't feel as refined as a good torque-converter automatic, and the delays in power application and shifting will feel like something's simply not right to most folks. They're definitely not going to spend Fusion money for a Focus that feels wrong.
Ford introduces new EcoSport SUV in India
Ford introduced the second generation of its EcoSport compact SUV at the New Delhi Auto Expo on Wednesday. The EcoSport is the second of eight vehicles that will be launched in India by mid-decade.
The EcoSport was developed in South America with teams from Asia, Europe and North America. Ford says the car will be a key model in expanding the company's presence in growth markets like such as India and Brazil.
The EcoSport looks a bit like the Land Rover Evoque to us, with a raised driving position and high ground clearance for light off-roading. A spare wheel is mounted on a swing gate in the rear below a large window that wraps around the side.
Introduced in 2003 in South America, the EcoSport has sold 700,000 units in nine years. It was billed as the first affordable SUV in the region. The SUV sits on Ford's global B-segment platform, which also underpins the Fiesta. Ford says the platform will represent more than 2 million units of production in the near future.
The small SUV will use the Blue Oval's new 1.0-liter, three-cylinder EcoBoost engine. It features turbocharging, direct injection, twin variable camshafts and efficient accessories to crank out 118 hp. Ford says output is similar to a current 1.6-liter four-cylinder engine.
"The capable EcoSport is a perfect showcase for the advanced small-displacement petrol engine, demonstrating the strength and breadth of Ford's development and engineering capabilities," said Joe Bakaj, vice president of Ford's Global Powertrain Engineering.
The engine was developed at Ford's Dunton Technical Center in the United Kingdom and will be offered in Ford models in China, Europe, North America and other regions. The turbocharger design is new, according to Ford, and can reach 250,000 rpm with virtually no lag, resulting in peak torque of 125 lb-ft.
The exhaust manifold is cast into the cylinder head, which lowers exhaust gas temperatures and allows the engine to run with the optimum air-to-fuel ratio across a wider rev band. Peak torque lasts from 1,300-4,500 rpm. The block is iron, reducing the amount of energy needed for warmup, in turn improving fuel economy.
Pricing hasn't been announced yet, but Ford says it will be competitive with other compact SUVs. It will arrive in showrooms in South America later this year, followed by India and Asia.
Ford Mustang likely to get EcoBoost
It seems inevitable that Ford's mighty Mustang is going to get an EcoBoost engine.
That's what product chief Derrick Kuzak said on Monday night at an event following the first day of the Detroit auto show, more than hinting that the iconic pony car has EcoBoost ethos on the horizon.
“That would probably be a very safe bet at some point in the near future,” he said.
Kuzak didn't specify which engine could wind up under the hood of the Mustang, though EcoBoost is offered in four- and six-cylinder variants in the United States. The most powerful V6 version makes 365 hp, and it's sold in the Taurus SHO and the F150.
EcoBoost in the Mustang has been a long, relatively open rumor around Ford for years, and execs have always maintained that the technology would become commonly used through out most of its lineup, though never pinpointing the 'Stang.
Ford just updated the car for the 2013 model year, increasing the GT to 420 hp and upping the Shelby GT500 to an eye-popping 650 hp with a 200-mph-plus top speed.
Sales of the car dipped slightly in 2011 to 70,438 units, down slightly from a tally of 73,716 in 2010. Chevrolet sold 88,249 copies of the Camaro last year, handily beating out the Mustang.
Meanwhile, in other news, Ford CEO Alan Mulally, also on hand at the event, offered no guidance regarding his future at the the automaker, laughing off several succession questions.
“I really enjoy Ford, but I have no timetable,” he said.
The execs also were coy about any potential dedicated supercars for Ford, something the company has lacked since the demise of the Le Mans-inspired GT. Sales and marketing chief Jim Farley said the company's goal is to draw attention to performance versions of its mainstream cars, like the Focus ST.
“If they don't love the DNA of your brand, they're not going to fall in love with your special cars,” Farley said.
The Blue Oval says the Evos concept - which features not two but four radical gullwing doors, both front and rear, a plug-in hybrid powertrain and a host of cutting-edge cabin technology – “signals a significant transformation of the Ford brand”.
It may also explain international reports that have suggested Ford would choose this year's giant German car show to debut its rumoured new Focus-based coupe model, since the Evos is very similar dimensionally to that car.
Reports out of the UK, meanwhile, suggest the concept may even get the ball rolling on a reinvention of the brand’s iconic Capri, although Ford itself stresses the show car is a one-off design exercise only.
Powering the concept is a development of the plug-in hybrid drivetrain from the forthcoming C-Max Energi people-mover, which is set to commence North American sales next year.
Ford is keeping its powder dry on whether the output or consumption figures for the Evos are different to the C-Max, but the company claims the car’s combination of an Atkinson-cycle four-cylinder petrol engine and lithium-ion battery pack can deliver a driving rage of some 800km.
Ford claims the concept’s bold lines are an evolution of the 'kinetic' design language seen on the current-generation Fiesta, Focus and Mondeo. Its signature hexagonal-shaped grille – as already seen on the Focus Electric and Taurus – has been mounted higher to create “a confident, more premium look”. The car’s sweeping, Aston Martin-esque profile gives way to a chunky rear three-quarter design, while the sleek tail-lights run along the boot in a thin strip beneath a prominent Evos badge.
The futuristic interior features a wrap-around dash design which the company says will deliver high levels of driving pleasure and driver interaction. Curvaceous surfaces sweep down on either side of the driver and display secondary information about vehicle and infotainment systems.
The minimalist, blue-lit instrument fascia is accompanied by an advanced driver interface, while the rear seats get their own touch-screen displays to interact with the vehicle.
Access to the rear pews is made easy by the extravagant set of four roof-mounted gull-wing doors, which are sure to delight Frankfurt show-goers.
The cut lines for the rear doors are cleverly obscured and integrated into the concept’s rear haunches, making it all but impossible to tell this is not a two-door coupe when these doors are shut.
Ford says the Evos builds on the Blue Oval’s Sync infotainment system by using new-generation technology aimed at boosting driver-to-car interaction and awareness.
Through the use of cloud technology it can monitor the physical state and workload of the driver, as well as allowing the car to ‘learn’ driver habits and capabilities, then overlaying map and weather data to adjust powertrain, steering, suspension and braking systems.
Ford 2012 Vertrek
Near-production Vertrek concept points to 2012 Escape replacement for Australia
IT MIGHT be dubbed a concept, but the Ford Vertrek unveiled at the Detroit motor show this week is a clear indication of the US auto giant’s next-generation global compact SUV.
Representing the next-generation Kuga, a replacement for the Escape in North America and a long-overdue successor for the struggling GF-series Mazda 626-based Escape sold in Australia, the Vertrek has emerged in near-production form and is expected to hit global markets in 2012.
Although it was designed primarily in Europe, the Focus-based Vertrek bears the new kinetic design language for SUVs that Ford Australia’s Broadmeadows-based design centre has created with the soon-to-be-released facelifted (and local Falcon-based) Territory, as shown in official preliminary sketches released last month and subsequent spy photographs snapped of the vehicle in final testing.
Australian designers also had a hand in the Vertrek’s striking interior design, while the final production version is a strong chance to be sourced from Thailand – a country with which Australia has a free-trade agreement and which could also supply this market with the current Kuga, ahead of the new-generation model previewed here.
Left: Ford Vertrek concept. Below: Ford group vice-president of design and chief creative officer J Mays.In Detroit, Ford executives confirmed the vehicle signals the direction the company is taking for a new global small SUV based on its C-segment architecture, which replaces three current regional platforms and will spawn at least 10 new models including the redesigned Focus due here late this year and the C-Max people-mover – which was shown in Detroit in hybrid and plug-in hybrid form.
Power for the Vertrek comes from a 1.6-litre EcoBoost direct-injection four-cylinder turbocharged petrol engine, which for the first time is paired with economy-boosting idle-stop technology and regenerative braking.
The so-called Auto-Start-Stop feature is said to make a five per cent dent in fuel consumption in mixed driving conditions, with peak-hour traffic eliciting savings of up to 10 per cent.
An upgraded 2.0-litre Duratorq TDCi engine will also be available, delivering a claimed seven per cent reduction in CO2 emissions over the current unit.
Six-speed automatic and manual transmissions will be used across the range.
Ford claims the Vertrek’s “sleek, modern design” still manages a generous cargo volume, with 828 litres available behind the back row or 1879 litres when the rear seats are folded. This is up to a 20 per cent improvement over the current Kuga, and on par with the boxier Escape sold in North America.
Passenger space also increases compared to the current Kuga, while technology takes a leap forward with systems such as ‘active park assist’, a blind-spot information system (with ‘cross-traffic alert’) and ‘intelligent access’ with push-button start.
Ford describes the cabin as ‘sporty and sophisticated’, pointing to unique shapes and forms of the (leather-trimmed) instrument panel and wing-like span of the dash that extends into the door areas.
There is some striking neon red/orange fluorescent detailing, satin-tinted platinum tones on the dominant centre console and slimline seats trimmed in ‘velour leather’. Handcrafted woven leather floor materials are also used in lieu of conventional carpet.
While some of these will not make it to production, Ford’s group vice-president of design and chief creative officer J Mays has confirmed the concept is not far from production and said consumers were ready for a radical new interpretation of the compact SUV.
“The world is changing and consumers are looking for a new compact SUV,” he said. “They work hard, play hard and desire a vehicle that reflects that outlook and stands out.
“Vertrek concept brings new excitement to the global crossover and compact SUV arena and is our vision of how kinetic design can redefine this increasingly popular segment for Ford globally. The very name Vertrek signals versatility and capability, typifying the personality of the revolution in this market.”
Ford’s group vice-president of global product development, Derrick Kuzak, said: “Vertrek concept is a no-compromise solution we feel utility vehicle customers will embrace around the world.
“It is a revolution compared to what is typically seen in this segment in North America and is a stylish evolution compared with products outside North America. This new design is sleeker and more fuel efficient and delivers the capability, including people and cargo volume, customers demand globally.”
Ford 2013 Mondeo
Ford design chief reveals simplified ‘premium look’ will point to Falcon replacement
FORD design boss J Mays has revealed that the next-generation Mondeo will herald a new styling language and preview the company’s thinking behind the Blue Oval’s next-generation of large cars due in the middle of the decade.
“I think it really sets (the styling template for large cars),” he told a group of Australian journalists at the Delhi Auto Expo in India last week.
“We’ve come up of an evolution of the design language based on Kinetic, but we’re not calling it Kinetic Design because we’ve had it for five years and we’ve come up with enough changes to the philosophy that we’ll follow the New Global Design Language.”
Mr Mays said the future look – which he described as “premium” and which will be glimpsed in the lines of the new Fusion/Mondeo – would strive to eschew the current fashion for automotive fussiness in order to maintain a timeless style.
“Premium doesn’t have to scream; premium can talk quieter,” he said.
“You get a lot of frenetic design out there. If you think of Hyundai – and I’m not criticising Hyundai; it’s just a different philosophy – theirs is all over the map, really loud and fussy. And I don’t think that’s premium and I don’t think that’s sustainable.
Left: J Mays. Below: Ford Evos concept.
“So if we’re going to have one foot in front of the other and have this brand fall into a more premium look, not a premium price, then I think we have to have something that will still look good in seven or eight years.
“That’s the idea on future models – and you’ll see this on Fusion – that our cars will have a more tailored feel about them. And if you tailor a thing, it’s less about fashion and more about the cut of a suit.
“I think you’ll see that we have a bit of a milestone car in that car … everybody who sees that car has an ‘oh shit’ moment – they go ‘Oh, that’s really nice’.”
Mr Mays is confident the new Fusion/Mondeo IV will overshadow all of its competitors’ designs.
“It’s not just another C/D car, it’s going to be a real contender in that market, and when I look at the competition in that market – whether it be Volkswagen, Toyota, Hyundai, Kia, Nissan – we’ve got a really strong product that we’re bringing to market.”
Mr Mays also revealed that the Ford Australia design studios had a hand in the look of the new mid-sizer.
“It was styled in the US,” he said. “But, because we’re working as a global design studio, we have 11 studios around the world. I will tell you that Melbourne did have an input on the car, and from Cologne as well.
“Every car we work on we have global competition, and we normally narrow it down to three cars, and from those three cars we see what bits are the best and we homogenise it into the final design.
“Melbourne offered up a feeling of the surface – it was really nice. It wasn’t a particular headlamp or something like that, but those guys do great work, and consistently so.”
As consumers continue to abandon the traditional ‘D/E’ segment for the smaller ‘C’ and ‘D’ class offerings all around the world, Mr Mays believes that new car buyers are looking at medium-sized cars as the ‘new large’, further underlining the importance of the Fusion/Mondeo.
“Don’t get me wrong, I like big D/E cars, but the market doesn’t like them.
“It’s not a decision we’re making, it’s a decision the customers are making. They’re just not buying into that segment any more. And it’s not a function of Australia. It’s a function of anywhere in the world. That segment is shrinking.
“So the new large car – in a big way – is sort of the C/D car. And beyond the C/D car you’re getting into a very small piece of the market.
“We’ve had some success in the US with the Taurus, and there’s always somewhere in the world that will buy (into large cars), but to sustain that over the next 10 years will be really tough, I think.
“We previewed the new Fusion to the American press just before Christmas and we’re delighted with how that car looks. It’s an absolutely great-looking vehicle.”
2011 Ford Explorer Limited“I think it really sets (the styling template for large cars),” he told a group of Australian journalists at the Delhi Auto Expo in India last week.
“We’ve come up of an evolution of the design language based on Kinetic, but we’re not calling it Kinetic Design because we’ve had it for five years and we’ve come up with enough changes to the philosophy that we’ll follow the New Global Design Language.”
Mr Mays said the future look – which he described as “premium” and which will be glimpsed in the lines of the new Fusion/Mondeo – would strive to eschew the current fashion for automotive fussiness in order to maintain a timeless style.
“Premium doesn’t have to scream; premium can talk quieter,” he said.
“You get a lot of frenetic design out there. If you think of Hyundai – and I’m not criticising Hyundai; it’s just a different philosophy – theirs is all over the map, really loud and fussy. And I don’t think that’s premium and I don’t think that’s sustainable.
Left: J Mays. Below: Ford Evos concept.
“So if we’re going to have one foot in front of the other and have this brand fall into a more premium look, not a premium price, then I think we have to have something that will still look good in seven or eight years.
“That’s the idea on future models – and you’ll see this on Fusion – that our cars will have a more tailored feel about them. And if you tailor a thing, it’s less about fashion and more about the cut of a suit.
“I think you’ll see that we have a bit of a milestone car in that car … everybody who sees that car has an ‘oh shit’ moment – they go ‘Oh, that’s really nice’.”
Mr Mays is confident the new Fusion/Mondeo IV will overshadow all of its competitors’ designs.
“It’s not just another C/D car, it’s going to be a real contender in that market, and when I look at the competition in that market – whether it be Volkswagen, Toyota, Hyundai, Kia, Nissan – we’ve got a really strong product that we’re bringing to market.”
Mr Mays also revealed that the Ford Australia design studios had a hand in the look of the new mid-sizer.
“It was styled in the US,” he said. “But, because we’re working as a global design studio, we have 11 studios around the world. I will tell you that Melbourne did have an input on the car, and from Cologne as well.
“Every car we work on we have global competition, and we normally narrow it down to three cars, and from those three cars we see what bits are the best and we homogenise it into the final design.
“Melbourne offered up a feeling of the surface – it was really nice. It wasn’t a particular headlamp or something like that, but those guys do great work, and consistently so.”
As consumers continue to abandon the traditional ‘D/E’ segment for the smaller ‘C’ and ‘D’ class offerings all around the world, Mr Mays believes that new car buyers are looking at medium-sized cars as the ‘new large’, further underlining the importance of the Fusion/Mondeo.
“Don’t get me wrong, I like big D/E cars, but the market doesn’t like them.
“It’s not a decision we’re making, it’s a decision the customers are making. They’re just not buying into that segment any more. And it’s not a function of Australia. It’s a function of anywhere in the world. That segment is shrinking.
“So the new large car – in a big way – is sort of the C/D car. And beyond the C/D car you’re getting into a very small piece of the market.
“We’ve had some success in the US with the Taurus, and there’s always somewhere in the world that will buy (into large cars), but to sustain that over the next 10 years will be really tough, I think.
“We previewed the new Fusion to the American press just before Christmas and we’re delighted with how that car looks. It’s an absolutely great-looking vehicle.”
Ever since our first-drive story in the magazine, I've thought the 2011 Ford Explorer looked really good. And with more and more popping up all over the roads, I've been looking forward to driving one.
As I said, it looks good. It's probably the best-looking SUV that Ford has produced, with a sporty appearance and a hint of sophistication. The biggest surprise about this was how small it looks from a distance, but when you get inside, you realize that it is big and could easily handle a large family or a soccer team.
Another pleasant surprise was the interior's clean design. I'm getting the hang of MyFord Touch, and I'm sure owners eventually will learn to work with it easily. The center stack is also slick.
When it comes to driving the Explorer, it does feel big. Compared with the outgoing model, the 2011 version is 3.7 inches longer and 5.2 inches wider. Thankfully, the V6 provides plenty of power, the car handles well and the ride is smooth.
Overall, I like the new 2011 Ford Explorer. It's handsome, it looks good inside, and it's composed and quiet on the road, thanks to the rock-solid chassis (the one that dates to the Volvo S80).
I thought the ride/handling mix was near perfect as utes go, soft but not too soft, and it actually corners-again, keeping in mind one is in a SUV. Wind and road noise were minimal.
The interior was quite nice with comfortable seats and good build quality. Dare I say I'm getting used to MyFord Touch? Not that I like it but I can at least perform rudimentary tasks without getting out the owner's manual now. That's really as close as I get to a complaint with the new Explorer.
Overall, this is a fine people hauler and stuff hauler. If you prefer your ute to have a more carlike ride, this is a refined choice.
The interior is beautifully finished, but if I were to call one my own, it would have to be in a color other than black, and probably with the panoramic moonroof. Because of the new Explorer's roof curvature, the black interior--particularly the headliner--made the inside very dark.
All the better to see your MyFord Touch screens? Perhaps. I'm about as familiar as anyone on staff with the three-screen implementation found on the Explorer and the Edge, and like Wes, I find it pretty easy to get accustomed to. Phone pairing was a snap, and I still think the "four corners" information grouping is a good way to present things. Finally, while it isn't exactly related to functionality, the system looks fantastic and really presents a cutting-edge appearance.
2012 Ford Focus Titanium sedan
After spending an evening in the upmarket 2012 Ford Focus Titanium, I'm decidedly torn. My feelings about the chassis, brakes, steering--everything about the driving dynamics--remain the same as with our SE Sport tester a few weeks back: brilliant. For a C-segment car (granted, one tickling $27,000), the Focus is incredibly composed and unflappable in all but the most ridiculous street driving. The interior is beautifully crafted with quality-feeling materials, and the seats offer a perfect blend of side bolstering and lower cushion for my sometimes awkward, lanky frame.
Likewise, despite concerns from some of my fellow editors that the normally aspirated Focus engine is a bit meager for this application, I felt its output was very well balanced with the character of the car. Particularly in Titanium trim with the automatic gearbox, it felt neither underpowered nor overpowered.
But about that gearbox--it's the one aspect of this car that has me torn. Focus uses a dual-clutch PowerShift automatic similar to the one found in the Fiesta, and quite frankly, it does some weird stuff. The shuddering disengagement when creeping in traffic is disconcerting. The no-doubt economy-oriented shift program goes into too high a gear too quickly for the engine's torque output. And the full-throttle downshifts when merging into traffic were simply unacceptable--the delay was as much as two seconds before usable power came on line.
Being a true dual-clutch box it does have an advantage, and that's in the pseudo-manual shifting department. Unfortunately, Ford saw fit to only equip the Focus with a small up/downshift button on the gear selector instead of a paddle setup which might have actually made up for quite a few of the shortcomings. In manual mode, the transmission shifted quite nicely, rev-matched well and felt mechanically connected in a way a regular slushbox can never match.
But for the general public, those who don't know why PowerShift has some of the quirks it does, or why a dual-clutch automatic is superior in many ways, I think this automatic is going to be a serious marketing problem for Ford. It simply doesn't feel as refined as a good torque-converter automatic, and the delays in power application and shifting will feel like something's simply not right to most folks. They're definitely not going to spend Fusion money for a Focus that feels wrong.
Ford introduces new EcoSport SUV in India
Ford introduced the second generation of its EcoSport compact SUV at the New Delhi Auto Expo on Wednesday. The EcoSport is the second of eight vehicles that will be launched in India by mid-decade.
The EcoSport was developed in South America with teams from Asia, Europe and North America. Ford says the car will be a key model in expanding the company's presence in growth markets like such as India and Brazil.
The EcoSport looks a bit like the Land Rover Evoque to us, with a raised driving position and high ground clearance for light off-roading. A spare wheel is mounted on a swing gate in the rear below a large window that wraps around the side.
Introduced in 2003 in South America, the EcoSport has sold 700,000 units in nine years. It was billed as the first affordable SUV in the region. The SUV sits on Ford's global B-segment platform, which also underpins the Fiesta. Ford says the platform will represent more than 2 million units of production in the near future.
The small SUV will use the Blue Oval's new 1.0-liter, three-cylinder EcoBoost engine. It features turbocharging, direct injection, twin variable camshafts and efficient accessories to crank out 118 hp. Ford says output is similar to a current 1.6-liter four-cylinder engine.
"The capable EcoSport is a perfect showcase for the advanced small-displacement petrol engine, demonstrating the strength and breadth of Ford's development and engineering capabilities," said Joe Bakaj, vice president of Ford's Global Powertrain Engineering.
The engine was developed at Ford's Dunton Technical Center in the United Kingdom and will be offered in Ford models in China, Europe, North America and other regions. The turbocharger design is new, according to Ford, and can reach 250,000 rpm with virtually no lag, resulting in peak torque of 125 lb-ft.
The exhaust manifold is cast into the cylinder head, which lowers exhaust gas temperatures and allows the engine to run with the optimum air-to-fuel ratio across a wider rev band. Peak torque lasts from 1,300-4,500 rpm. The block is iron, reducing the amount of energy needed for warmup, in turn improving fuel economy.
Pricing hasn't been announced yet, but Ford says it will be competitive with other compact SUVs. It will arrive in showrooms in South America later this year, followed by India and Asia.
Ford Mustang likely to get EcoBoost
That's what product chief Derrick Kuzak said on Monday night at an event following the first day of the Detroit auto show, more than hinting that the iconic pony car has EcoBoost ethos on the horizon.
“That would probably be a very safe bet at some point in the near future,” he said.
Kuzak didn't specify which engine could wind up under the hood of the Mustang, though EcoBoost is offered in four- and six-cylinder variants in the United States. The most powerful V6 version makes 365 hp, and it's sold in the Taurus SHO and the F150.
EcoBoost in the Mustang has been a long, relatively open rumor around Ford for years, and execs have always maintained that the technology would become commonly used through out most of its lineup, though never pinpointing the 'Stang.
Ford just updated the car for the 2013 model year, increasing the GT to 420 hp and upping the Shelby GT500 to an eye-popping 650 hp with a 200-mph-plus top speed.
Sales of the car dipped slightly in 2011 to 70,438 units, down slightly from a tally of 73,716 in 2010. Chevrolet sold 88,249 copies of the Camaro last year, handily beating out the Mustang.
Meanwhile, in other news, Ford CEO Alan Mulally, also on hand at the event, offered no guidance regarding his future at the the automaker, laughing off several succession questions.
“I really enjoy Ford, but I have no timetable,” he said.
The execs also were coy about any potential dedicated supercars for Ford, something the company has lacked since the demise of the Le Mans-inspired GT. Sales and marketing chief Jim Farley said the company's goal is to draw attention to performance versions of its mainstream cars, like the Focus ST.
“If they don't love the DNA of your brand, they're not going to fall in love with your special cars,” Farley said.
No comments:
Post a Comment