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2013 Ford Taurus SHO

Vehicle: 2013 Ford Taurus SHO
Price as tested: CDN$56895

Performance: When Taurus SHO returned for 2010, the single biggest issue was power. One reason is down to its curb weight, which still haven’t changed much 4338lb. The single biggest changes is the addition of Ford’s delighful Ecoboost twin-turbo V6. With 365 staillion and 350 lb/ft of torque, its able to move the SHO with authority. Along with having twin turbo, it also comes with advanced techs from variable valve timing, electronic throttle and a host of updates which make SHO more pleasurable to drive. The result is an SHO which finally worthy of its “Super High Ouput” designation, as it doesn’t have any turbo lags when both turbos spool up. All have done with a silky smooth manners, well worthy of a luxury sports sedan title. Combined with a nice engine note with Ford Ecoboost’s superb refinement, it makes SHO a refined driving experience. The 6-speed maumatic comes along for the ride with the SHO, which combined nicely done gear ratios. Finally, Ford has figured out how to make paddle shifters override after two years. Horray for such an improvement. :)

Handling: No one has ever doubt SHO’s sleeper like driving dynamics. The latest SHO contines that tradition, as it combines AWD with latest in technology which is called Torque Vectoring. Torque Vectoring is able to deliver the torque to the wheel with most grip, which means less steering input when turn into a corner. Less steering input = sharper and quicker turn-in = less understeer. Then add alongside a proactive AWD which provide the right distribution of power at the right time. The desired result is a SHO which handles like a diggin despite of its curb weight. Whenever those two active safety items can’t saved your ugly heads, there is always a state-of-the-art ESC waiting in the wings to save your nuts. The bottom line? Taurus SHO is as much fun-to-drive as any sports sedans out there. The steering provides nice feel and feedback, without feeling twitches. There are minimal body rolls and understeer only surfaced when pushed really crazily into a corner.

Brakes: With large 4-wheel discs and standard ABS, SHO has provided nice enough stopping prowess given its weight. The stopping distance is short, while pedal always feels nicely modulated. The pedal always feels crisp and refined, while ABS only acts up at the right time certainly wrap up the whole package.

Interior: The cabin of the SHO has been very well-made. Along with nice soft-touch materials on the dashboard and door panels, most controls are user-friendly and initutive. Ford has finally fixed the annoying glitches with MyFordTouch with more user-friendly interface. The automatic climate control is both initutive and effective. Driving position is easily find with telescope and tilt column, when mated with those comfy multi-adjustable leather sports seats which haul you in the rigth places.

Both rear head and legroom are aplentry, the same goes for the luggage space. Latter offers low liftover with narrow side sills. Best of all, the hinges are nicely boxed in with nice carpeting to justify its premium.

Conclusion: The SHO solves an age old dliemma. If you want a family sedan which is able to seat 4 persons comfortably but need to have some driving fun, this Taurus SHO is your ticket. The improved powertrain has enough guts, while its new Torque Vectoring adds sharp handling and active safety to the mix. What seals the deal for me is the styling, which finally has a sense of character instead of pure blandness of old. Its an SHO that is finally able to run with the top dogs. :)

Competitions:
Acura TL SH-AWD
Audi A4
BMW 3-Series
Dodge Charger
Mercedes C-Class
Infiniti G37

OVERALL VERDICT FOR 2013 Ford Taurus SHO
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2012 Ford Focus SE sedan

Vehicle: 2012 Ford Focus SE sedan with Powershift and SE Winter Pkg
Price as tested: CDN$22063

Exactly how great is the new Focus? It had been finalists for both our Directshift and North American Car of the Year. :) One of the reasons why its so significant, is because we have been getting cheapened revised Focus across the pond, until Ford’s latest “one Ford” strategy takes place with the helm of Alan Mulalley.

Over the years, we had been getting the watered-down version of the Ford Focus. While the rest of the world had been getting the European Focus since 1998, our shore had to deal with the cheapened version of the original car. For 2012, we are getting the real deal. Alan Mulalley’s “one Ford” strategy has been working like charm. Both the Fiesta and Focus are smash hit in the subcompact and compact class. The incoming Kuga-derived Escape and Mondeo-derived Fusion will certainly be a grand slam duck hit in the marketplace.

Ford haven’t changed a single bit of what makes new Focus such a smashing hit around the globe. In fact, all the merits of what makes European Ford so special remains intact across the shore. Talking about European Ford, the first thing that comes to mind is the chassis dynamics. Although our sedan tester feels significantly softer than its hatchback counterparts, it continunes to shine through the black top twisties. The utilization of Torque Vectoring ensuring the inside wheel pushes the outside wheel into a corner, which eliminates unwanted understeer, is a welcome technical bit. A technological engineering tour-de-force which we usually seen in much more expensive AWD sports sedan. Ride quality continues to be impressive. The controlled handling and balanced ride quality are what make European Ford so appealing. Even in the softened Focus sedan, we continue to smitten by its appealing dynamic qualities. Steering feel and feedback are exceptional.

Inside, all the materials used are top-notch while workmanship are first-rate. The cloth seats in our SE tester are well-foamed and very well put together. While some of the controls feel a bit too complex at first glance, it tends to get used to over a short period of time.

We were impressed with Focus combined with manual gearbox. However, the Powershift which is an automated manual isn’t so. Ford engineers need to get the whole software refined. The reason is because it lacks the smoothness and crispness of many of its rival carmaker’s automated manual. Otherwise, its 160hp and 146 lb/ft of torque 2.0 liter motor continues to be a smooth operator.

Uninstrusive trunk hinges and low trunk liftover pretty much wrap up the Focus sedan. It is a world-class compact which is able to put smiles on every driver’s face without breaking the piggy bank. The handling is sweet and delicate, it rides like a much more expensive luxury car. And even in the somewhat basic trim level, Ford provides a reasonable array of standard features for the money.

The European Focus is definitely worthy of the wait. Ford better not tease us with the ST so long. :D

World class….all the way. :D

Likes:
Overall execution
Handling and ride compromise
Engine performance
Build quality

Dislikes:
Overcomplex center stark
Automated manual needs more refinement
Significantly softer handling of the sedan vs hatchback

Competitions:
Chevrolet Cruze
Mazda3
Hyundai Elantra
Kia Forte
Honda Civic
Toyota Corolla
VW Jetta

2012 Ford Focus hatchback

Vehicle: 2012 Ford Focus SEL hatchback with Luxury Package
Price as tested: CDN$26949

Performance: While the original Focus is the most recalled car in history, Ford has claimed the new version revolutionize the whole segment. Has new Focus really revolutionzed this ultra-competitive compact segment? We will find out after this test drive.

As with any Focus, its available with both sedan and hatchback. However, any of the offerings is currently motivated by a world-class 4-cylinder powertrain. Along with direct fuel injection, TI-VCT and throttle-by-wire. This 160hp powerplant is able to run on Regular 87 octane gasoline. With 160 ponies and 146 lb/ft of torque, this DOHC 16-valve really moves the Focus with authority. Unlike the Focus engines of yore, this engine is both a smooth and refined operator. Gone with original Focus’s rather rough and noisy racket, in with a superbly refined and potent powertrain. The TI-VCT really have a desired effect when adding better low-end grunt to Focus’s performance. Mesh the light throttle, Focus takes off without any hesitation. On the other hand, it doesn’t feel run out of breath when pushing this engine further up the rev range. Our tester comes with the standard 5-speed manual. The throws are sharp and precise, while clutch is progressive and easily modulated.

Handling: In the automotive universe, product is the main core to any success. Ford, as a motor company, has learned plenty of mistakes over the years. When Ford intended to push for “1 Ford” back in the early 90s with the Contour and Mystique (many in the industry joked them as Detour and Mistake :D ), it was a failure because of their beancounters cut corners on the original Mondeo underpinnings. After current CEO, Alan Mulally, took helm of FoMoCo, he decided to use “1 Ford” strategy agaon instead of having different models on the same chassis around the world. The major reasoning is European Ford has always been judged as the gold standards across the pond. Secondly, its the reduced cost for unnecessary to develop two different models for different continents. The first successful story was the subcompact Fiesta introduced last year, the latest Focus is the latest example of this prime strategy. What makes this strategy works so effectively, is they decided not to watering down the exceptional European suspension for our North American consumption. The dynamic abilities haven’t gone south even if Focus has across the Atlantic. They only re-engineered the ride height and some suspension calibration, so that it can accommodate our winter tires.

What makes the Focus handles so beautifully through the corners? It all begins with a world-class platform that is completely free of any cracks and rattles. The simple fact is that the fundamental for Focus is so good, its able to handle much more powerful engines in the upcoming ST and RS. Another major advancement to Focus’s front-drive chassis is the Torque Vectoring System, which is able to dial out 99% of the understeer. The whole system uses the outside wheel to transfer power to the inside wheel, which dials back the power transfer to the offending wheel with less power. With more power on the outside wheel assisting the inside wheel, its able to take the vehicle out of the corner smoothly without any drama. That means the Focus has minimal to no understeer when pushed. The whole system is similar to Audi’s Sport Differential. Only in Focus its accomplished in a front-driver while Audi executed in a more complicated AWD fashion. On top of that, Focus’s electric power executes impressively. In the past, electric power steering both is numb and lack of precision, current offenders have to be those from BMW. Focus’s system is anything but. There are plenty of feel and feedback, while being precise, responsive with sharp turn-in reflexes. Body rolls are minimal. On the other hand, its ESC remains an uninstrusive type. That means any enthuisast can have a chance to dial a bit of tail out before it steps in to save from ugliness. Push the Focus on any black top twisties, it exhibits the same kind of driving fun we always fond on hot hatches. Golf GTI is being the prime example of this very leading class of hot hatches. The base Focus provides the same kind of smiles when getting behind the wheel. Imagine what would happened with the hot Focus ST and RS coming on the horizon. :D

Brakes: The new Focus comes standard with 4-wheel discs and standard ABS, along with Brake Assist. The pedal always feels solid and superbly modulated, while remains fade-free after a couple of harsh stops. ABS doesn’t step in unnecessarily is an added bonus. BA doesn’t grab your leg like ghost shown how much engineering Ford has put it through.

Interior: Along with low liftover and minimal side intrusions, Focus’s luggage area is impressive with the rear seats fold down. It has 44.8 cubin feet with rear seats fold down, while having 23.8 when seats up. Focus has the most luggage space in any compact car. If there is one pet peeve, its the rear seats don’t go completely flat into the floor. Pity. :(

There is nothing further from the truth that Focus has the best interior in its class. The use of plastic and leather materials are world-class. All the instrumentation gauges are clear and analog, while automatic climate control is initutive and user-friendly. The aluminum trim has added some sportiness to the already classy interior. In terms of switchgears, its hard to find anywhere close to this sort of classy finish in this end of the price ladder. Leather seats are both supple yet firm; without losing the right thigh, back and side supports while playing in corners.

Conclusion: The new Focus has simply blown me away. :D Everything from the docile handling to interior appointment are world-class. Has Ford revolutionized the compact segment with the introduction of the 3rd generation Focus? It surely does. The new Focus has joined Mazda3, as Directshift’s benchmarks in this tough segment.

Competitions:
Mazda3 Sport
VW Golf
Toyota Matrix
Kia Forte5
Hyundai Elantra Touring

OVERALL VERDICT FOR 2012 Ford Focus hatchback
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 5/5

Overall rating: 4.75/5

2011 Ford Explorer

Vehicle: 2011 Ford Explorer Limited V6 4WD with Luxury Seating Pkg and Technology Pkg
Price as tested: CDN$54935

Performance: There had been many ups and downs with Ford Explorer. Everything else from the best-selling SUV to the Firestone tire fiasco. Ford has claimed they have reinvented the Explorer to a level, that is good enough to turnaround such a worthy franchise. Is this latest generation capable of doing this trick? We will find out after this test drive.

Unlike the previous Explorer, the latest guise is only available with V6 engine. What makes a V6 more appealing than any 4-cylinder or V8 is the combination of both merits. The fuel efficiency of a 4-cylinder with the refinement of a larger V8. In Explorer’s case, this DOHC 24-valve 3.5 liter V6 engine comes with Ford’s advanced TiVCT which we first saw in the amazing Mustang. TiVCT stands for Twin Independent Variable Camshaft Timing, which improves the engine timing while increase the efficiency and performance at the same time. With the Explorer’s 283 ponies and 253 lb/ft of torque moving the heavyweight 4731kg around, it provides surprising amount of grunt when pushed the metal around. The credit has to go to its nicely ratio 6-speed automatic gearbox. While many would have wish Ford to give Explorer more than 6 gears, as the industry is going for more gears for the sake for more gears. As we have seen from Porsche Cayenne and Mercedes E-Class. We would rather have a 6-speed gearbox instead. Why? Because with 6 gears, there are enough gears for engineers to spaw the ratio. As we have seen from the Explorer. The 1st and 2nd are low enough for peppy acceleration, 3rd and 4th for engine to reach its sweetspot efficiently while 5th and 6th are for exceptional tall gear cruising speeds. In this engine’s case, its both a refined and smooth operator. The throttle response is crisp without feeling overly abrupt. When pushed it to the max, it doesn’t feel any hestiation or harshness which shown how much Ford has put through the engineering when it comes to well-honed refinement.

Handling: The reason Ford goes for unibody construction for the new Explorer, is mainly due to its amount of rigidty and stiffness this whole structure is able to afford when compares to body-on-frame traditional construction. The result is an Explorer which provides a very civilized on-road manners without losing much when it comes to off-roading. In the past, Explorer was known for being softly sprung and loss-lossy when it comes to on-roading. The new car is everything but. It handles as good as anything SUV in its class without breaking a sweat. The steering provides decent feel and feedback, without the numb and darty off-center feedback as in any of its predecessors. The body motions have controlled exceptionally well, with much more significant improvement when it comes to its understeer. Many have criticized Explorer’s soft suspension with understeer characteristics as its major contributions to the Firestone rollover fiasco a decade ago. The new suspension feels compliant with a sense of firmness, which is exactly the opposite of previous Explorers. On the other hand, it rides as good as any luxury car does. While terminal understeer remains foreseen when pushed, Ford’s excellent ESC works hand-in-hand with its AWD system, as second line of defence. Last but not least, Explorer’s advanced Terrain Management System let driver control on what driving conditions they are in. Right from snowy mode to sand mode to daily driving mode.

Brakes: With 4-wheel discs and standard ABS, Explorer’s pedal feels firm and solid. Its also relatively easy to modulate even after a couple of harsh stops. Unlike previous Explorers, which were known for mushy brake pedal. The new one actually provides sure-footness pedal feel without any spongeness. It is exactly the hallmark of a good braking system when mated with an unintervented ABS.

Interior: Just like any of those SUV or crossover with 3rd row or seats, Explorer is either/or wen it comes to 3rd row vs cargo space. With the 3rd row up, it barely have enough space for adults. However, when it folds down, it got plenty of space for luggages for all 5 passengers.

Open the electric tailgate on our Limited, it got a low liftover with minimal side instrusions for maximum cargo capacity. There is also a nice rear washer/wiper for clearing out the back window for visibility. If there is one drawback, however, its the rear glass doesn’t open indepedently.

Ford’s interior really have come a long way in the last couple of years. The same goes for the Explorer. All the cheesy materials have gone for top-notch plastic and leather materials, which are well-matched for its price tag. Then add a nicely bolstered leather seats and an initutive MyFord Touch touchscreen variety to the mix, it pretty much wraps up the whole package.

Conclusion: If you have lived somewhere in Canada or US, you probably know someone who have owned an Explorer. Or even you have owned one before. It was the pinnacle of a 90s family mobile. Then came the Firestone rollover fiasco which almost completely killed the franchise. The new Explorer has everything else its predecessors were known for and more. It got aplentry of space, abundance of power while handles exceptionally well. If it won’t be able to turnaround the Explorer franchise, nothing else does.

Competitions:
Honda Pilot
Toyota Highlander
Buick Enclave
Dodge Durango
Hyundai Veracruz

OVERALL VERDICT FOR 2011 Ford Explorer
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Follow-up test: 2011 Ford Fiesta sedan

Vehicle: 2011 Ford Fiesta SEL sedan
Price as tested: CDN$18412

Thanks to American and Chinese’s love affair for a *proper* sedan with a trunk, or what British called a “saloon with a boot”. The Fiesta sedan is the result of those unthinkable love affair. In Europe, however, everyone choose a hatchback or wagon over an equivalent sedan for extra versatility and sleeker looks.

While the sedan silibings received the same impressive dynamic package as its cool hatchback, it certainly lacks the character. Not only does the trunk on top of the hatch looks awkward, although its not as stylistically challenged as original Echo and Focus sedan. It certainly looks far better than Chinese-only Mazda2 sedan, which hopefully not, coming to Stateside. As with all the subcompact sedan, don’t expect to have any expensive uninstrusive trunk hinges packaged nicely at the side of the trunk. Those instrusive hinges will crashed into any groceries underneath the trunk.

Given the price difference, its hard to imagine anyone would sacifice the extra practicality of a sleeker hatchback for the awkward looks of its sedan silibing. While Ford has claimed the sedan would be the bigger seller of the Fiesta, both Toyota and Nissan are able to prove their calculations are wrong. As Toyota sold more Yaris hatchback than sedan, so does Versa hatchback than sedan.

Likes:
Excellent ride and handling
Interior ergonomics
Price attractively
Overall execution

Dislikes:
Awkward proportion
It needs an extra gear for less buzzy highway ride
Price difference between sedan and hatchback is negligence

Competitions:
Toyota Yaris
Chevrolet Sonic
Honda Fit
Mazda2
Nissan Versa

Special feature: A farewell to the Ford Focus

When the current Focus is being replaced by an all-new one sometimes in 2011, the outgoing version would go down the history as the “most recalled car in history”.

The original Focus launched with its breakthrough edgy styling and sharp handling, which were lack in its Escort predecessors. Both the 3 and 5-door hatchback look really nice. Focus wagon looks decently while the sedan just looks plain ugly, as it looks like a trunk added as an afterthought for those sedan-loving American. The facelifted in 2008 was a disaster except for the addition of Ford’s highly praised Sync system.

During the early stage of Focus lifespin. Its SVT is simply a gem to drive. It provides one of the most balanced FWD chassis in the planet, with enough power to gun for those Golf GTI 1.8T, Civic SiR and Mini Cooper S back in 2003. If its not because of Focus’s poor historical record of recalls, SVT should have been better received by the hot hatch crowd. On the other hand, when Ford announced the discontinuation of wagon in 2007. All the Ford dealers are trying to get the last of their hot-selling compact wagon on their lot before production running out.

A decade has passed. Ford has finally developed a global compact car platform. Those of us in Canada and US will finally received the same Focus as our European counterparts. Ford has promised the new Focus will be class-leading when it comes to dynamics abilities, performance and interior quality. Given the Mazda3, which shares the same platform as the incoming new Focus, already considered as a benchmark as a whole package. New Focus will have a big shoe to fill in the competitive compact segment. It will be interesting to watch how will it match up with both new Civic and Elantra.

2011 Ford Edge Sport

Vehicle: 2011 Ford Edge Sport AWD with Cargo Pkg, Vision Pkg, Canadian Touring Pkg and Driver Entry Pkg
Price as tested: CDN$43045

Performance: During initial launch, Edge is only available with 3.5 and 3.7 liter V6 as engine choices. The 3.7 liter V6 is the highlight of the 2011 Edge as this is the new powertrain for the ever growing Edge family. With 305 ponies and 208 lb/ft of torque, its able to move the heavy 4473 lb Sport off-the-line with authority. The engine is a both a refined and smooth operator. Ford’s V6 engine’s overall refinement, smoothness and NVH are finally on par with those from Nissan and Toyota. Those are already considered as the best in the industry. The engine note is mute with a hint of sound for driver communication. When mesh the responsive throttle, Edge takes off-the-line with ease. The 6-speed manumatic has worked exceptionally well with this powertrain, as it combines decent gear ratios. The low 1st and 2nd gears are good for peppy launch, while 5th and 6th are for proper highway cruising. However, the lack of paddle shifters on manumatic have made this function redunant.

Handling: Along with the stiff and stout chassis, our Edge Sport comes with sports suspension. The extra damping and stiffness through suspension and spring have done wonders to Edge’s dynamic abilities. While standard Edge is considered as more of a cruiser than an all-out handler, Sport really have a desired effect to Edge’s overall driving experience. The sports suspension provieds firmer rebound damping, which means it put the driver at more confidence-inspiring and reassuring manners when pushed it into the limit. The steering feels sharper and more responsive to driver input. There are more on and off-center feedback to Edge’s latest revision. Then added electronic stability control and a good AWD system, its really hard to get Edge into an ugly picture. However, all have done without losing the comfortably riding “edge” that this Ford crossover is famous for. While the ride is a little bit firmer, its far from being harsh and ungainly. Sports suspension is comfortably compliant which absorbs all the roughness with ease. Both body motions and understeer are well controlled.

Brakes: With 4-wheel discs and standard ABS, the Edge is able to stop commandably given its heavy curb weight. The stopping distance is short, while brake pedal feels firm and solid. Its able to haul the heavy beast to a stop with utmost confidence by any driver. Add to the ABS that doesn’t step in at the wrong time, it wraps up the well-rounded dynamic package.

Interior: The biggest highlight to Edge’s interior has to be MyFord Touch screen standard on both Limited and Sport. Its able to control everything from stereo, auto climate control to which screen driver would like to see on a road trip. Even passenger is able to choose which is the most efficient driving route to destination through the touch-screen variety. All have done with utmost initutive through both screen and multi-function steering.

When it comes to use of materials and workmanship in Ford vehicles, they have taken a huge step forward. Edge is the perfect example. There are plenty of soft-touch plastic materials on the dashboard and center console, all of them in rich and classy varieties. The tasteful use of wood and aluminum trim have added class to the rather drab black interior.

When it comes to cargo space, Edge succeed again. It all begins with a flat loading floor with box-like sills for maximum cargo area, then added the fold down rear seats and nice cubbyholes underneath the floor. If there is one drawback, its the rear glass doesn’t open independently from the tailgate. Pity.

Conclusion: Its hard to overlook the Ford Edge when you are in the market for a crossover. The addition of a more powerful 3.7 liter V6 engine have done wonders to Edge’s overall demeanor, then add the sporty flair and user-friendly MyFord Touch. All combined with Ford’s improved quality and fit-and-finish. You would be hard to yourselves without test driving the Edge Sport.

OVERALL VERDICT FOR 2011 Ford Edge Sport
=====================================
Performance: 4.25/5
Handling and ride/fun-to-drive: 4.25/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

Follow-up test: 2010 Ford Transit Connect

Vehicle: 2010 Ford Transit Connect Wagon XLT
Price as tested: CDN$28299

When we first drove the Transit Connect, we were very impressed with its interior space. Its certainly understandable why there are many couriers and cab companies already purchased Transit Connnect as the vehicle of choice. Our Transit is a fully loaded 5-seater wagon version, given its compact size, all the passengers have ample leg and headroom.

As for luggage space, once you open up the wide opening doors. There are plenty of cargo space abound. Its also exceptionally well layout with overhead shelf for smaller items.

The use of plastic materials and fit-and-finish are very good for a commercial vehicle. There are durable but classy looking plastic surface for ease of maintenance. On the other hand, you would also find soft-touch materials on some places in order to justify its price tag.

The driving experience is totally European. Although it uses the simple commercial vehicle suspension specifications, its able to handle corners with ease. Thanks to Transit Connect’s European Ford origin, the chassis is world-class. So does the superbly tuned suspension with the right amount of damping. That means its a commercial vehicle that has a sense of sportiness in its feel. The steering feels sharp and direct. When pushed the Transit into a corner, it reacts confidently and responsively to driver’s input.

While 136hp and 128 lb/ft of torque from a 2.0 liter 4-cylinder engine is more than adequate, its the 4-speed automatic that needs the extra gears to better use of its powerband. Perhaps the European origin of the Transit Connect, which dictates the choice of Ford’s excellent diesel engine with manual gearbox has forced Ford to choose this powertrain combination for our shore.

It usually takes trillion horses in order to earn a place in Tom’s favourite list. The Ford Transit Connect now joins the ranks of Nissan Z + GT-R, VW Golf GTI, Audi R8 + RS series, a couple of Porsches, Subaru Impreza WRX STi, Mazda MX-5 Miata and Honda S2000. The Transit is an unique vehicle that has the merits, for both commercial and family purposes. It also serve them with plenty of character. In this day and age, when car design blendness (as with Toyota) and ugliness (as with BMW) are “keywords” of the industry. Its a rarity to see a niche vehicle with such an adorable personality.

Likes:
European trait of sublime handling and ride compromise
Versatility/practicality
Unique character

Dislikes:
Power window location
4-speed automatic
Lack of diesel availability

2011 Ford Mustang V6

Vehicle: 2011 Ford Mustang V6 Coupe Pony Pkg with Interior Upgrade Pkg
Price as tested: CDN$25961

Performance: Although the updated Mustang V6 doesn’t come with Ford’s impressive Ecoboost twin-turbo V6, its power delivery didn’t disappointed us for one single bit. In fact, its a delightful surprise that even without Ecoboost. The Mustang V6 is able to deliver such a stunning performance in base trim. As with the upgraded V8 GT, both of these engines receive Ford’s advanced Ti-VCT or what Ford called Twin Independent Variable Camshart timing. That is able to improve the engine output while improving the fuel economy. In V6 guise, the Mustang delivers 305 ponies and 280 lb/ft of torque. That means plenty of low-end grunt when driven off-the-line, both the mid and upper ranges are equally impressive. In terms of acceleration, this V6 equals last year’s V8. The seat-of-the-pants feel suggests the same story. This V6 is not only powerful, its also extremely refined and smooth. At the same time, delivering superb engine note that is music to every driving enthuisast’s ears. No wonder Ford has to upgrade the V8 with the same Ti-VCT technology in order to produce 415hp and 309 lb/ft of torque, or those die-hard V8 Mustang fans would feel very pissed off. On top of that, the 6-speed manual has perfect gear ratios. That’s despite it still suffers from Mustang’s low throw and slight rubbery gates. The clutch, however, its light and progressive.

Handling: With the introduction of the new Mustang, Ford has proved itself that muscle car doesn’t mean only going straight line. Thanks to a stiff chassis and a superb calibrated suspension, the Mustang V6 hangs itself like a magnet on the road. The suspension is comfortably compliant which means it rides firmly without being harsh on all the rough pavements. Its European firm but far from being harsh. The body motions are well-controlled. When pushed the Mustang into a corner, the suspension takes a set and begin to settle itself in nicely. Steering provides good feel and feedback with enough precision. Just like its rear-wheel-drive 50/50 perfect weight distribution, the entire car feels very balanced and agile when hustled around corners. When mated to Ford’s AdvanceTrac with ESC, which is an uninstrusive type that doesn’t step in unnecessarily. It all wraps up Mustang’s sophiscated dynamic package.

Brakes: With 4-wheel discs and standard ABS, the new Mustang no longer has the spongy pedal feel as the Mustang of a decade or so ago. The stopping distance is short, while pedal always feels reassuring and confidence-inspiring. Add to the ABS which only acts necessarily. The Mustang is as good as it gets.

Interior: Just like the rest of the vehicle, Mustang’s inside feels as sophiscated as its driving experience. Previous Mustang interiors were cheap and nasty, the new Mustang feels classy and sophiscated. Thanks to the use of quality plastic and leather materials in the cabin. Those leather seats provide decent thigh and back support, although we would prefer more side support when cornering.

Conclusion: A drive in the Mustang V6 has proved why Ford is the only American carmaker without getting any government bailout. When they launched the Mustang last year, its already acclaimed as the best muscle car in the business. With the introduction of two upgraded powertrains, its able to use Mustang’s chassis more wisely. As for the V6, its so powerful and refined that one could possibly make those who bought a V8 last year as the most regretful event in his or her lives.

OVERALL VERDICT FOR 2011 Ford Mustang V6
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.5/5

2010 Ford Kuga

Vehicle: 2010 Ford Kuga 2.5T
Price as tested: CDN$37000 (Estimated)

Performance: Given Kuga is a performance-oriented crossover to begin with, it doesn’t come as a surprise that our tester comes with one performance-oriented engine. This Volvo-sourced 2.5 liter straight-5 20-valve turbocharged engine comes with 220hp and 240 lb/ft of torque. Given this application works like a dream in Focus ST and RS, it works equally good in a much heavier Kuga. The maximium torque arrives at 1600rpm would only make it even better. Its not only it doesn’t come with any annoying turbo lag, its a smooth operator that is simply silky smooth all the way through the rev range. Thanks to variable valve timing, it also enhances its mid and upper ranges when pushed. Our tester happens to come with 5-speed manumatic which is a surprisingly good mate to this turbocharged engine. The gear ratio is well-matched with its engine characteristics. The 1st and 2nd gears are low enough for peppy launch, as well as good enough to eliminate any annoying turbo lag. 3rd and 4th keep the engine in full boil while 5th works amazingly as a highway cruising mode. All of these combined, it is able to haul Kuga’s 2130 kg of curb weight with surprising authority.

Handling: No one has ever doubt about Focus’s dynamic capbilities. Add a very good AWD system which works hand-in-hand with the electronic stability control and you got a very tidy crossover package. The Kuga is exactly that. Even with the extra ride height, Kuga handles as sharply and entertaining as its lighter Focus silibing. The credit has to go to its world-class chassis that is completely free of any flex and rattles, then add a very good AWD that is able to distribute power whenever its needed. The electric power steering provides excellent road feel with wonderful precision, which should be considered as best-in-class when it comes to feel and feedback. There are some safe understeer and body rolls when pushed, which is more than understandable given its a crossover. In a nutshell, Kuga is a very entertaining to drive crossover that would surprise anyone behind the wheel.

Brakes: With 4-wheel discs and standard ABS, Kuga’s brakes are as impressive as its dynamic and performance. The stopping distance is short while pedal feel is excellent. The pedal always feels crisp and alive, on the other hand, ABS doesn’t step in unnecessarily is an added bonus.

Interior: Slip behind the wheel of the Kuga, you got everything else you expect from an upscale crossover. That means nice materials used all over the cabin. In the past, Ford interiors are drab and boring. The Kuga is anything but as it uses different varieity of colors and materials to break through the cabin. The leather seats are comfortable with decent thing and back support. Instrumentation gauges are clear and analog. Both the auto climate control and stereo are placed on the right location for excellent ergonomics.

The only disapppointing area about Kuga is the back legroom, which is at a premium compares to other equivalent crossovers. Headroom is more than adequate.

In terms of cargo space, Kuga aces it with a completely flat loading floor when mated with a rear fold-down rear seats. The side sills and liftover are designed like a box, so that anyone can load anything else easily. If there is one drawback. Its the rear glass which should open independently from the tailgate, which it doesn’t.

Conclusion: The Ford Kuga is a very nice piece of machinery. As it got an excellent powertrain, great driving dynamics and a superb interior to match its good looks. By the time it makes it across the Atlantic Ocean, Ford will have another homerun on its hands.

OVERALL VERDICT FOR 2010 Ford Kuga
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.25/5

2011 Ford Fiesta

Vehicle: 2011 Ford Fiesta SES hatchback
Price as tested: CDN$20649

Performance: It comes as no surprise Ford didn’t need any of government’s bailout dollars, as they have homerun after homerun. Everything started from Flex to Fusion hybrid are all wonderful vehicles. Will the new Fiesta give Ford another homerun? Or is it a contender to be our overall Car of the Year? We will find out after this review.

The Fiesta, unlike its chassis silibings, Mazda2. Uses a more powerful Duratec-based 120hp and 112 lb/ft of torque 1.6 liter DOHC 4-cylinder with variable valve timing. Although 120 ponies don’t sound like much, its actual seat-of-the-pants feedback suggest otherwise. While its about 200 lb more than equivalent Mazda2, as well as 20 more horses than Mazda2. But the engine responsiveness don’t feel any differently. This motor is the equal of anything from Honda and Toyota, when it comes to engine refinement and smoothness. I expect rough and crude before I drove the Fiesta. I came out very impressively with its luxury car refinement and quietness. That’s despite there are still some level of noisy in the cabin when driven on higher rpm. 112 lb/ft of torque also work up the low rpm relatively well. Mated with this willing little motor is the smooth shifting 5-speed manual gearbox. The shifts are crisp and precise, with well-defined gates and decent throw. Clutch is light and progessive, while returning decent feedback.

Handling: European Ford has always been renowed for its excellent dynamic qualities. The European breed Fiesta is certainly one of them. It all begins with a stiff and solid foundation, which is completely feel of any cracks and rattles even when driven hard over patholes and railroad tracks. Then add the European suspension which has the uncanny abilities to combined supple ride quality with enough firmness with excellent handling prowess, the result is a little car that really make the thing does. The electric power steering provides awesome feel and feedback with amazing precision. Then add the uninstrusive stability control, which doesn’t step in unnecessarily. That means it encourage any enthuisasts to push the Fiesta with bit of fun before Ford’s excellent AdvanceTrac steps in. The body motions are well-controlled with minimal understeer when pushed hard into any corners.

Brakes: With front discs, rear drums and standard ABS. Fiesta’s brake feel is top-notch consider its at the lower end of the price spectum. What really impressed me is Ford packaged ABS as standard feature even on the entry-level Fiesta S. On the other hand, the ABS doesn’t step in unnecessarily is an added bonus.

Interior: Ford interiors have gone a long way in recent years. Fiesta is certainly one of them. The interior styling and color theme are refreshing for a Ford. Fiesta’s use of materials and fit-and-finish are certainly up to the standards of this class. Instrumentation gauges are clear and analog. The stereo placed on top of the dashboard with the information screen is very logical to use, its also smart enough not to wash out in the hot sunlight. The climate control is finished in large knobs, which have high-quality tactical feel to its operation.

If there is one drawback, it has to be the rear seats don’t go completely flat into the floor. As well as the front passenger seat doesn’t fold flat. Otherwise, the rest of the cargo space is well-finished and provide decent cut-off for ease of loading.

Conclusion: Ford is on a roll lately, everything else from the Taurus to the Mustang are all homerun. The latest Fiesta is another prime example, as it combines cool looks with excellent handling and potent engine. All come with an attractive price that include plenty of standard features. In a nutshell, Ford is finally back at the game in the subcompact segment.

OVERALL VERDICT FOR 2011 Ford Fiesta
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4/5

2010 Ford Taurus SHO

Vehicle: 2010 Ford Taurus SHO
Price as tested: CDN$49729

Performance: After a 9 year hitaus, Ford’s performance Taurus is back. The subject to this edition of test drive, Ford’s all-new Taurus, the SHO version.

Unlike the original SHO, which was motivated by the Yamaha-tuned engine. The new “Super High Output” is powered by Ford’s long-awaited Ecoboost V6 engine. What makes the Ecoboost engine series so special is that it has twin turbochargers with direct fuel injection, while based on Ford’s 3.5 liter DOHC 24-valve V6 structure that share with the base Taurus. While twin-turbocharged technology is nothing new but it certainly help Ford gets much better engine performance, and best of all, improved fuel economy across the board. In SHO’s case, this Ecoboost has 365 ponies and 350 lb/ft of torque at driver’s disposal. It all have done without the annoying turbo lag one associates with twin-turbo, we we have experienced in BMW 3-Series and Z4 with similar technology. Both turbos spool up quickly and efficiently without any hestiation. While the mid and upper range are equally eager when pushed through the responsive throttle. Regarding the throttle, its all responsive but doesn’t have the lag or overly abrupt response usually associated with electric throttle. Without a good gearbox, the Ecoboost technology would be a waste. In SHO’s case, it got a 6-speed manumatic with paddle shifters. The low gears are short enough to provide peppy acceleration on the traffic light, it also helped eliminate the annoying turbo lag through smart gearing. On the other hand, the top gears are tall enough for relax cruising. The paddle shifters are designed to encouarge the change’em yourselves when thrashing out for a sports sedan like SHO. Unfortunately, the paddle shifter’s up and downshift patterns aren’t exactly logical nor initutive. Push forward for upshift and pull down for downshift are far from being initutive. While you still can change the gears yourselves on the paddle shifters, it still lacks the driving fun with a proper manual gearbox as its ancestor did. If Ford was willing to engineered a proper 6-speed manual with this Ecoboost engine, it would make the SHO an even sweeter car. That set, the engine and gearbox work as a perfect harmony to move SHO’s 4368lb of American leather-lined luxury.

Handling: With the new Taurus based on Ford’s large car platform, or the one that shares with Volvo’s S80 and V70. It doesn’t come as a surprise it has an excellent foundation to begin with. The chassis itself is strong and stiff without any flex and rattles, that means it can give the suspension components a great place to hang its hats. The Haldex is another benefit from this chassis sharing. Because of this chassis sharing, that has explained why the new SHO weights in at 4368 lb. However, the weight doesn’t unsettle the balance of this SHO. It handles like what it supposed to be, like a real sports sedan. While its rather large, its driving experience doesn’t feel as cumbersome as its weight suggested to be. At least doesn’t drive as huge as its chassis silibings do. It feels nimble and light-on-its-feet when pushed through the corners. Yes, you still can find some safe understeer and body rolls, although latter is very well-controlled. The entire car feels solid and very well-planted thanks to the Euro-influenced chassis and suspension calibrations. It has the sort of European feel that infused into all of recent Ford’s products lately. The suspension is compliant and supple, without the loose feel one used to feel in its predecessors. It handles all the rough pavements and patholes with ease. The steering provides excellent feel and feedback, with good precision and responsiveness. What makes the SHO different from other lowly Taurus is the available of “Sport” mode in the electronic stability control. What it does is to offer a higher thresold for enthuisastic drivers to push the SHO’s tail a bit until the stability control steps in. The electronic stability control has also worked as an secondary cushion behind the AWD. It only steps in until the AWD has reached its limitation. It all works very nicely as a package. In fact, the new Taurus SHO is so good. It has reminded me of the 2000 Audi S4 with 2.7L Biturbo and AWD. Both with similar powertrain configuration but Audi comes with a proactive Torsen system while Ford uses a reactive Haldex one.

Brakes: Of the entire dynamic package, the brake pedal is the only area that let the whole SHO down. While the stopping distance is more than acceptable, its pedal feels dead whenever driver wants to haul its over 4000 lb curb weight to a complete stop. The brake pedal and modulation have a rather numb and darty feel when we hit the anchor. Even though its fade-free and ABS steps in at the right time, Ford engineers have to get back to drawing board to get the brake feel right. What a pity. :(

Interior: Ford interiors have come a long way in recent years, the new Taurus is no exception. Not only does the interior design no longer feels blend and lifeless, it has a sense of style. The instrumentation gauges are clear and analog. Both the Sony sound system and automatic climate control have placed at a very user-friendly location, with stereo above the climate control. Those leather sports seats provide excellent thigh and back support when cornering. Not to mention the dashboard and door panels are finished in high-quality plastic materials. The level of fit-and-finish has to be Ford’s best effort ever.

The back has decent headroom but legroom is at a premium, consider the overall length of the Taurus.

Except for the high liftover and narrow opening, the trunk of the new Taurus is pretty good. It all begins with fold-down rear seats, which allow large item to stow inside. Combined with uninstrusive trunk hinges, you can a very well-rounded package.

Conclusion: If 2009 is the “Year of Ford”, then the new Taurus truly represents how far Ford has come lately. The SHO just has taken the new Taurus into the next level. As it provides decent amount of power and economy, through the use of the advanced Ecoboost technology. It handles relatively well with a nice interior to boot. The styling comes with a bit of a character without the boredomness with Ford of yesteryears. Best of all, it comes with a performance package that one has to pay a lot more for European counterparts.

OVERALL VERDICT FOR 2010 Ford Taurus SHO
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2010 Ford Edge Sport

Vehicle: 2010 Ford Edge Sport AWD
Price as tested: CDN$42199

Performance: There isn’t any domestic carmaker that strikes back as hard as Ford, the subject to this test drive, the new Ford Edge Sport.

The Edge Sport, just like the rest of the Edge offering, is only offered in one single engine choice. Its Ford’s proven 3.5 liter DOHC 24-valve V6 Duratec engine unit, which has proved to be both reliable and world-class in terms of execution. When it comes to reliability and dependability, Duratec has proved to be very well-made. As for overall engine refinement, smoothness, flexability and NVH; Duratec is able to match the best from Japan. As for power, it has 265 ponies and 250 lb/ft of torque which are more than capable to move Edge’s 22 inch wheels. On the other hand, its able to move Edge’s 4078 lb curb weight relatively well. All can’t be done without the proper gearbox. In the Edge, it got a smooth shifting 6-speed automatic gearbox. With the right gear ratios from the lower end to the top end of the spectum, it helps the engine to be at full boil all the time.

Handling: While Edge isn’t as driver-oriented as its chassis silibing, Mazda CX-9, its able to hold its own nicely through corners without breaking a sweat. Its very well-known that CX-9 has sharp handling given its physical dimension, as well as a 7-seater. Edge is a more conservatively handled dynamic package. The driving experience doesn’t have the “edge” as CX-9. However, steering feel and feedback are composed while providing the right set of response to driver input. Despite we think the 22″ inch wheels on our Sport tester feels a bit bouncy on rough pavement, it doesn’t seem to unsettle itself too much on washboard pavements and patholes. What we prefer is the smaller wheel dimensions as in SEL and Limited models, these two models have far superior ride quality than our Sport. They also managed to be some of the best riding quality crossovers on the market. This crossover’s suspension is comfortably compliant most of the time. As it provides decent body motion control with a slight understeer, thanks to its proactive AWD system with Ford’s AdvanceTrac stability control. These combined really make it hard to get Edge rears its ugly heads.

Brakes: Edge’s 4-wheel discs with standard ABS managed a confidence-inspiring stopping distance and pedal feel. The stopping distance is commandable while pedal feels alive all-the-time. ABS doesn’t step in unnecessarily has given Edge extra marks in braking performance.

Interior: At the back of the Edge, its really well-layout as it got a low lift floor with squared side sills for maximum cargo loading. Along with the fold-down rear seats, basically anything can drop into the Edge without breaking a sweat. There are plenty of cubbyholes at the cargo area for miscellaneous. Then there is a rear wash/wiper for visibility. If there is one major flaw, its the rear glass doesn’t open independently. For a crossover of this caliber, it should.

The front leather seats are made of high-quality leather hides, which is both comfortable and well-foamed. Ford’s improvement in quality have been most obvious in the interior. The Edge applies the same high-quality soft-touch materials in the cabin. The VistaRoof really opens up the cabin, especially with the black on black interior on our tester. Both the automatic climate control and Ford’s Sync system have been logically placed. They are also superb when it comes to user-friendliness. If there is one problem, however, its the reflection from the front windshield is huge thanks to the large front cowl on the dashboard.

Conclusion: The Ford Edge succeed in so many areas, right from its good performance to its comfortable interior. While its exterior looks graceful enough, its AWD and stability control provide plenty of pace. Ford has certainly got another winner on its hands.

OVERALL VERDICT FOR 2010 Ford Edge Sport
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3.25/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.25/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 3.5/5

2010 Ford Transit Connect

Vehicle: 2010 Ford Transit Connect XLT Wagon with rear parking sensors
Price as tested: CDN$30049

Interior: Since Ford’s Transit Connect is a different kind of cargo mover, instead of reviewing what are the nuts and bolts of its performance. We begin our review with Transit’s cargo space.

With all the seats fold down, Transit’s completely flat cargo space is able to haul 135 cubin feet of items with ease. The flood is covered with hard plastic for easy cleaning. Its not only it comes with plenty of space, its able to haul 1600 pounds which aplentry for any kinds of small business to even couriers. If you have a bit of extra dough, Ford has accessories available to customize the cargo space in the Transit. Its really a small cargo space that is able to do lots of tasks.

In our XLT Wagon tester, it got an extra 2 row of seats for passengers. They are as comfortable as those on the front with plenty of headroom and enough legroom.

On the front, its a spartan interior as one expects from a cargo mover. While we won’t expect Transit to have the same kinds of soft-touch plastic materials as from any luxury car, its durable and tough enough to haul on its hold. The driving position feels like sit on top of it instead of inside. The velour seats are firm and comfortable, with plenty of back support. Both the stereo and manual climate control are logically placed, while the switches are large enough to operate with glove hands. Speaking of switchgears, all the buttons and knobs inside the Transit have high-quality tactical feel. The whole interior is very well layout and well-made.

Performance: Unlike the Euro-spec Transit, the North American bound Transit is only available with one single engine combination. Its Ford’s tried-and-true 2.0 liter DOHC 4-cylinder 16-valve Duratec unit, mated with 4-speed automatic. With 136hp and 128 lb/ft of torque, its more than capable to move the Transit with authority off-the-line, despite of its 3470 lb of curb weight. The 4-speed automatic has done an excellent job by providing superb low gear ratios for peppy acceleration, when haul with all the goods. The final drive ratio is also engineered with haul all the goods and dirts in mind. Duratec’s engine refinement and smoothness have proven to be good match to Transit’s utilitarian character. Its a pity Ford decided not to bring its sweet diesel powertrain with manual gearbox to our shore.

Handling: Consider Transit’s status as a cargo mover, one would have thought Transit would handle like wet noodle. As with many European Ford, the Transit starts life with a strong and rigid platform which is completely free of groans and rattles. Given Transit has commercial vehicle underpinnings, its handling capabilies are able to hold its own through corners. The steering is the biggest surprise, however. Commercial vehicles used to have numb and dead steering. The Transit, on the other hand, provides crisp and response steering that remain calm and settled. Ride quality is comfortable with a sense of European suppleness. Suspension is comfortably compliant which absorbs bumps and roughness exceptionally well. There are body rolls and understeer but they are nothing compared to those full-size vans. Unfortunately, active safety features like stability and traction control are only standard on our XLT wagon configuration. They are only offer as seperate options in cargo van configurations, as they said, what a pity. Judging by the fact that small business owners and couriers use this cargo mover day in and day out, electronic stabililty control and traction control should be standard across the board. Shame on you, Ford. :(

Brakes: With front discs, rear drums and standard ABS. Transit’s stopping distance and pedal feel are probably the best out of any commerical vehicles today. The stopping distance is short and commandable. Unlike many of those full-size vans, the brake pedal actually has some lives to it. After a couple of hard stops, the brakes remain fade-free while ABS only steps in necessarily.

Conclusion: Ford is on a bit of a roll lately. It all begins with the introduction of the Flex, Fusion Hybrid, Taurus, Mustang and, lately, Transit Connect. There will be a Fiesta and all-new Focus coming on the horizon. As for the Transit Connect, let’s just say it is on a-class-of-all-its-own.

OVERALL VERDICT FOR 2010 Ford Transit Connect
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 4.25/5

Follow-up test: 2010 Ford Taurus

Vehicle: 2010 Ford Taurus SE FWD
Price as tested: CDN$30449

While the top-of-the-range SHO is powered by an Ecoboost V6 engine, the base Taurus comes with Ford’s venerable 3.5 liter Duratec V6. Our base SE comes standard with front-wheel-drive while SEL can be opted with Haldex AWD, the same system as in the SHO. With 263hp and 249 lb/ft of torque, it is more than enough to move the Taurus off-the-line when mating with 6-speed automatic. Our SE tester, our SEL and SHO, isn’t come standard with manumatic. However, the decent gear ratios have served this 24-valve DOHC V6 relatively well despite of its heavy curb weight (4015 lb to be exact on our tester!). Unfortunately, it feels somewhat lazy to throttle response when it comes to up and downshifts.

Handling wise, Taurus scores well with nice steering feedback. Ford’s large car platform has derived European driving and riding characteristics even on our base car. The ride is compliant and supple, with some terminal understeer one expects from a family sedan. We are also glad to see stability control comes as standard as an active safety feature.

The velour seats provide decent support. Even on the base model, the interior layout and materials have to be Ford’s best effort yet. The use of interior lighting from the dashboard to the center console are classy. It doesn’t feel like any Ford come before. In the past, Ford interiors used to be cheesy with poorly layout control (especially those mickey mouse stereo buttons). Ford’s interiors are on par with the best in the world nowaday.

In the real estate world, its all about location. In the automotive world, its all about product. Ford has proved that they can survive without government bailout by producing atttractive products. The new Taurus is a perfect example. As it provides a decent blend of performance, handling, ride comfort while come with lots of standard features at an attractive price.

Likes:
Handling and ride
Interior
Price/value

Dislikes:
Poor brake feel
Tight trunk access
Smallish rear seat legroom

2010 Ford Mustang

Vehicle: 2010 Ford Mustang GT Coupe with Premier Trim w/ Color Accent Pkg, GT Track Pkg 1 and Security Pkg
Price as tested: CDN$39799

Performance: Ford has lots on riding with the all-new Mustang, does the new version deliver what it promises? We will find out after this test drive.

The subject of our tester is the uplevel GT Coupe, which is motivated by a wonderful V8 engine under the hood. This SOHC V8 has 4.6 liters of displacement and 32-valves, which is far more sophiscated than any Mustang V8s in the past with pushrod variant. This latest engine has 315 ponies and 325 lb/ft of torque at driver’s disposal. As one expects from an American muscle car, the amount of torque is amazing. 325 lb/ft of torque delivers at 4250 rpm. Drop the anchor and the Mustang flies off-the-line with authority. It also does it with a healthy mid and top range thanks to its 325 hp rating. The throttle response is quick without usual American muscle car’s nasty trait, which is overly sensitive. The 5-speed manual gearbox has nice throw and clean gates, with a light and progressive clutch that provide decent feedback. An addition of a 6th gear would help Mustang significantly, especially on highway cruising. That’s primarily because it revs rather buzzy on the highway even with its sports car status.

Handling: A good sports car has to build on a good fundamantal. The new Mustang has achieved that aplentry. There is a strong and solid chassis for suspension components to hang its heads. Despite the fact that Mustang still suspends with coil springs and Panhard Rod at the rear, its handling is remarkably civilized. While the tail remains very actively slip out when pushed hard through corners, its very easy to control whenever a driver lifts off throttle for correction. The entire car has a very nimble and sure-footness feel that are unfound in Mustangs of the past. The biggest delightful surprise is how sophiscated the new Mustang feel. While the old ones feel cruel and rough around the edges, the new one feels refined and solid. That is something we are not expecting from an American muscle car. It also shows how much the automotive technology has come along in the last decade. The stability control has acted accordingly for enthuisast to have some oversteer fun before steps in. Last but not least, the steering provides excellent feel and feedback. The steering weight and precision are something we are not expecting to find in a Mustang. It has the sort of responsiveness and feedback that ones reserved for Porsche. Dynamically speaking, Ford has done a great job with the new Mustang.

Brakes: With all-wheel discs and standard ABS, the Mustang’s brake feel and feedback have enough sophiscation to match with the rest of the vehicle. Gone is the mushy and numb brake feel of Mustang of yesteryear. In with the solid and firm pedal feel that are matching a performance car in this caliber. The ABS works exceptionally well, as it doesn’t act up at the wrong time.

Interior: The amount of cargo space is good enough for 2 persons on a weekend trip. Throw a couple of travel bags, you shouldn’t be mind the seriously high liftover.

The rear space is cramped especially when the front passengers moved the seats backward. My advice. Leave the Mustang as a 2-seater and leave the back as “dog seats”.

Since the introduction of the Flex, Ford’s interiors have come a long way. Gone are the nasty and cheap plastic materials, in with much classier materials that are soft to the touch. There are plenty of soft plastic around the top of the dashboard to the center console, while the tasteful aluminum trim has added some flash to the the interior. The leather sports seats provide excellent side and lower support when its time to play. Everything else from the stereo, climate control and Microsoft Sync system are all very ergonomically placed; as well as used. If there is one minor pet peeve, its the thick A-pillars. You can’t see both left and right at 45 degrees.

Conclusion: Ford has done a wonderful job on redesigning the Mustang. Its not only got much more sophiscated than before, it also has got grace and pace to match its nice exterior and classy interior.

OVERALL VERDICT FOR 2010 Ford Mustang
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

Follow-up test: 2010 Ford Fusion Hybrid

Vehicle: 2010 Ford Fusion Hybrid with Driver’s Vision Group and Moons & Tunes Pkg
Price as tested: CDN$36049

Ford Fusion has always been one of our favourite family sedans. As it combines with style, power and dynamic abilities at an affordable package. The biggest highlight for 2010 revision has to be this hybrid version.

Ford uses Atkinson-Cycle as battery supplies for Fusion’s hybrid system. Although this system isn’t as powerful as what others have been used for years, it manages to combine efficiency and performance with an excellent manners. The sole gasoline powertrain is Ford’s proven Duratec 2.5 liter 4-cylinder. The reason why Ford decided to use a 4 instead of a 6 is because it provides much better fuel economy than the V6, even when mates with the Atkinson-Cycle batter packs. The result is plenty of power at driver’s disposal. The e-CVT is another aspect where Fusion is able to combined these 2 areas extremely well. With 156 horses and 136 lb/ft of torque, the Fusion moves with authority off-the-line even with 2132kg. The most impressive aspect you can drive the Fusion hybrid @ 75 km/h without using a drop of out. Another area is the transition between electric and gasoline are seamless. Ford has engineered a very good package. Its fuel economy has run pretty close to official figure, as we got a 6.5 liters per 100km during our test drive.

When it comes to driving experience, hybrid drives just like any other Fusion. With a fast and responsive steering. Along with decent body motion control and electronic stability control. This Fusion hybrid feels more on the sporty side than many of its competitior’s comfort-oriented driving manners. The suspension is firm and compliant without losing any ride comfort. The most impressive aspect of Fusion’s road manner has always been its firm and supple ride, which feel more European than American. Another dynamic aspect worthy of mentioning is Fusion’s regenerative braking doesn’t feel mushy, unlike some other hybrids. The stopping distance is short while the pedal feels alive, even after a couple of hard stops.

While the interior design is typical Ford Fusion, its the instrumentation gauges that really impresses me. Ford designers have thought of putting “trees” on telling how “green” each driver got behind the wheel of the hybrid. The more “trees” you got, it means the more “green” your driving behaviour is. It is a very good design especially for a hybrid, which needs to consistently drive purely on electric in order to get the best possible fuel economy.

Except for the lack of rear fold down rear seats and trunk handle, hybrid’s cargo area is as spacious as any other Fusion.

The Fusion hybrid has to be one of the best hybrids I have ever driven. Not only does its fuel economy has got so close to official figure, the rest of the vehicle has been extremely well-engineered and put together nicely.

Likes:
Handling
Performance
Fuel economy
Design

Dislikes:
No fold down rear seats

2010 Ford Fusion

Vehicle: 2010 Ford Fusion Sport AWD 3.5 V6
Price as tested: CDN$36749

Performance: Other than the introduction of hybrid to Fusion, the biggest highlight is the addition of a more powerful engine. During our initial test drive of the original Fusion, we found out power is the biggest issue with this otherwise nice car. For 2010, Ford added a 3.5 liter V6 in addition to the 3.0 liter; as well as upgraded the base 2.3 liter 4-cylinder to 2.5 liter.

This excellent 3.5 liter V6 is only available with the Sport AWD. It has 263 horses and 249 lb/ft of torque at driver’s disposal. The sluggishness of the 3.0 liter has addressed dramatically with the latest 3.5 liter. As it provides plenty of power thoroughout the rev range, even if it carries the additional weight of AWD. While the impressive low-end torque of 249 lb/ft arrives at 4500rpm seems high, it works exceptionally well without any hestiation as the smaller engine. On the other hand, the variable valve timing has helped Fusion’s top range a whole lot without feeling breathless. The throttle response is quick and abrupt. The sweet 6-speed manumatic is the only gearbox offers in the Fusion. It has to be considered as one of the smoothest and quickest manumatic available in the family car class. The 1st gear is low enough for peppy acceleration, on the other hand, the 6th is tall enough for comfortable cruising. The manumatic mode has reacted fast to driver input without lazy to up and downshifts. This gearbox is the perfect match for this willing engine to provide exceptional performance. Something that Fusion needed since day 1.

Handling: While the original Fusion has been known for its rigid and stiff chassis, as well as sure-footness handling; the addition of AWD has added an extra bracket of security to the already good car. Our tester comes with the sports suspension, which have firmer damping characteristics to provide a more exciting driving experience. It really worths the extra pennies to opt for Fusion’s sports suspension as it provides an ideal balance of ride and handling. The cornering abilities of the standard Fusion already judged as one of the best in this segment, the sports suspension has taken it into another level. This Fusion feels every bit as good as any German sports sedan costing thousands more. The steering is sharp and provide plenty of driver feedback, it also doesn’t feel twitchy. On the other hand, the AWD is a perfect partner to Ford’s Advance Trac with Electronic Stability Control. Before the ESC steps in to save the driver from any crashes, the AWD is the one who steps in by detecting the offending wheel. If there is any offending wheel which is detected to be slippage, the very good AWD system would step in. If all else fails, ESC would step in before the vehicle heads into a crash. That also means ESC only steps it necessarily without being instrusive. Everything else has been worked exceptionally well altogether. Push through corners, the Fusion exceeds with controlled body rolls and safe understeer which expected from a mid-size family sedan. You know what’s most surprising of all is how the ingedients put together. The Fusion provides decent amount of driving pleasure and road feel which are lack in some of its rivals. Another delightful surprise is how well this sports suspended Fusion rides. Its damping characteristics has sorts of European supple feel, which doesn’t feel softly sprung nor overdamping. Ford engineers have dialed in enough firmess for driver without sacificing comfortable ride for passengers.

Brakes: With 4-wheel discs and standard ABS, the new Fusion’s brake feels as confidently as the vehicle itself. The stopping distance is short. While the brake feel and modulation are solid. It doesn’t have any softness to the pedal feel of previous Ford products. On the other hand, the ABS only steps in at the right time at the right place which is a godsent.

Interior: Ford’s interiors really have come a long way in recent years, the new Fusion is no exception. Gone is the cheap plastic pieces in the old car, in with the softer and classier plastic materials. The rest is the environment that is a very nice place to spend time in. Both the dual zone climate control and Ford’s In Sync system have worked really nicely. The leather seats on our Sport model provide plenty of support for both thigh and leg.

At the back of the Fusion, it got uninstrusive trunk hinges, which means it won’t crashed into any groceries put underneath. That’s despite of the somewhat high liftover, Fusion’s trunk is quite spacious and easy to load cargos into. However, it doesn’t have any handle to access to the trunk except from the keyfob or trunk release inside. If you consider as one of the doors to access to the interior, it needs a damn handle for god’s sake!

Conclusion: Ford has done a marvelous job of revamping the Fusion. Its not only getting an AWD, which adds a significant marketing bonus to the Fusion range. It also solved what Fusion really needed in day 1, and that’s power. With both 3.5 liter and an AWD, Fusion can finally fly with any of the top contenders in this competitive family car segment. If you are looking for a family car that has both pace and grace, its hard not to overlook the Fusion.

OVERALL VERDICT FOR 2010 Ford Fusion
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Performance: 4.25/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4/5

2009 Ford Flex

Vehicle: 2009 Ford Flex Limited AWD with Vista Roof, voice-activated navigation system and monopaint application
Price as tested: CDN$44674

Performance: Given the stylish Flex is based on the same underpinnings as Taurus, it doesn’t come as a surprise that it shares the same powertrain. It is the same Duratec 35, as its designation indicated. Its the 3.5 liter Duratec DOHC V6 with 262 hp and 248 lb/ft of torque. With 262 ponies on driver’s disposal, this powertrain is capable enough to move 4600+ pounds of leather-lined luxury on our loaded Limted AWD tester. 248 lb/ft arrives at 4500rpm is another reason why Flex is flexible off-the-line. We found it surprising that Flex has a more peppy and responsive acceleration than its chassis silibing, Taurus X. Mated with this motor is the 6-speed automatic gearbox. The gear ratio is perfect for Flex, as its lowest gears are low enough for good acceleration, as we have experienced. On the other hand, the top 6th overdrive gear ratio is tall enough for relax cruising. We have clocked 100 km/h revving at 2000rpm is impressive for a crossover with a V6. Other than comfortable cruising, this kind of gear ratio is good enough for decent fuel economy. The throttle response is quick. This Duratec 35 application is refined and low NVH is a delightful surprise.

Handling: Its hardly a surprise that Flex’s chassis is a stiff and stout one, given it dates back to Volvo’s large car platform. It is completely feel of groans and cracks when driven hard over bumps and patholes. That means its ride quality has a sense of European suppleness on top of American softness is an added bonus. Although Flex isn’t designed as a capable handler, however, we found its dynamic abilities are big surprise. The steering is smooth and precise, with decent on and off-center feels. This is a huge surprise because most of its peers have numb steering feel, its not with the Flex. Ford’s AdvanceTrac, or what the rest of the world called ESP, work decently with its AWD system. This AWD system works as an active safety, which coordinate with AdvanceTrac, to provide the maximum security for its occupants. The result is a crossover that is a surprise when pushed through corners. There are safe understeer and body rolls, as one expects from such a heavy crossover. But everything else is very well-tempted. The biggest drawback, however, its the large turning radius. This has been a well-documented issue with Volvo’s large car platform, it seems to be Ford still haven’t figured out the way to solve such an important issue when it comes to turning radius.

Brakes: Consider Flex’s weight, its braking distance is more than acceptable. Its brake feel and modulation are another surprise. The pedal feels solid and modulation is balanced. ABS also steps out the equation until absolutely necessary.

Interior: Ford’s interior used to be bland, boring and plasticky. Flex is the right step forward. The dashboard and door panels are covered in soft plastic, which have a nice texture and tactical to the touch. The instrumentation gauges are clear and analog. The center screen houses all the information from the radio, climate control and back-up camera. Its worthy of note that driver can change from navigation to climate control with the whole set of buttons below the screen. One can control both side of climate control to rear passenger through the touch screen. Speaking of auto climate control, its a very effective system in such a hot weather.

The faux wood trim and aluminum trim have brighten up the black interior nicely, especially with the airy Vista Roof optional on the Vista.

The 2nd and 3rd row of seats are as comfortable as the ones in front. There are plenty of head and legrooms on both rows.

Ford has done a good job with Flex’s cargo area. Its not only the hatch opens tall enough with a squared-off cut-off space, it also features automatic closing for convenience. To add more convenience, simply fold both 2nd and 3rd row flat. Its versatile enough to put the whole cupboard in with ease.

Conclusion: Flex is a very suitable name for Ford’s newest crossover. As its interior space and cargo space are flexible enough to forget any minivans, especially Ford’s now-deficit unremarkable Windstar and Freestar. Its powertrain and availability of AWD are equally flexible to every needs and wants. Flex is a game changer from Ford’s poor attempt on minivans.

OVERALL VERDICT FOR 2009 Ford Flex
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Performance: 4/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 4/5

Overall rating: 4/5

2008 Ford Focus

Vehicle: 2008 Ford Focus sedan with Sport Appearance Pkg and Luxury Pkg
Price as tested: CDN$22894

Performance: Even if Ford has called it the “new” Focus, which is nothing more than an ugly nose job. Its powertrain remains the tried-and-true 2.0 liter 4-cylinder 16-valve DOHC Zetec motor that has been used since the early days. 140hp and 136 lb/ft of torque seem to be adequate but certainly not class-leading nor earth-shattering by today’s standards. Its not that its level of engine refinement is up to the high standards set by rivalling Honda and Mazda benchmarks. While the Zetec was able to match the previous generation of Civic and Protege back in the early days, its no longer competitive with the current generation of Civic and Mazda3, which both have been regarded as the segment leaders. The only saving grace is the smooth 5-speed manual gearbox and a progressive clutch, which have decent ratios. As for former, the clutch engagement point is light and progressive with decent enough feedback.

Handling: Given this platform has been dated back to the previous European Focus back in 1998, we are downright surprise by how well-engineered it is even by 2008 standards. Because it still has the merits of being a rigid and stiff chassis, American Ford product planners decided to milk the platform until its no longer competitive. However, the latest retuning of the Focus suspension has resulted in a softer and more comfortable small car. Gone is the fun and eager turn-in that made Focus so tossable in the corners. What it gains back is a softer ride with a more cumbersome feel. To put this into perspective, Focus feels more like a Taurus than a Fusion of what it used to be. And we all know how well-engineered Fusion’s sporty chassis is, at the same time, how softly sprung the FiveHundred rebadged Taurus is. The steering remains precise with nice feedback.

Brakes: Our SES Focus is standard with front discs/rear drums and standard ABS, however, its lower trim levels: S and SE, are optional. While Focus is an affordable small cars, Ford should make ABS standard across the board. When you can get an ABS standard on a Fit LX, its totally unacceptable when Ford still makes ABS an optional extra on base Focus. However, its pedal feel and modulation are decent. With the right brake bite and ABS kicks in at the right time. Stopping distance is also surprisingly short.

Interior: All the quirkness of Focus’s interior has gone for bland appearance. While everything else feel well-placed and logically layout, it just looks totally boring. The bloated feel of the center console feels ungainly compares to the quirky looks of the original Focus. Ford has also cut the corners when it comes to interior materials. The soft-touch plastic we used to like in Focus has gone for harder grain. While it still won’t match Sentra and Caliber for their level of interior cheapness, Focus won’t be too far behind. The use of aluminum trim on the center console feels tacky and cheap.

Conclusion: Ford should have brought us the 2nd generation Focus, which is based on the same platform as the Mazda3, insted of continuing milking the original Focus. With the discontinuation of the hatchback and wagon, this “new” Focus will lost appeal to those who are looking for practicality. That’s because one of the most appealing factors of original Focus is the availability of hatch and wagon at its price point. Combined with the lack of advancement when it comes to engine and chassis, Ford has completely lost “focus” when it comes to revised the Focus. That’s a shame judging by how much we love the original Focus.

OVERALL VERDICT FOR 2008 Ford Focus
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Performance: 2/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 3/5
Fit-and-finish/build quality: 2/5
Cargo/accessibility/layout: 3/5
Value-for-money: 2/5

Overall rating: 2.25/5