Archive for March, 2010

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High-end pickup proves precious

March 31, 2010

Over the years, I have driven some pretty duded-up Ford pickups — the King Ranch, Harley-Davidson and the larger-than-life Lightning, each of which had one attribute or another that made it stand out from the crowd.

The F-150 Platinum is, without question, the most opulent and, as is to be expected, expensive yet. You’re not talking something in the high-40s or mid-50s here; this thing has a $59,529 sticker (before the rich incentives and deductions).

Obviously, when you’re looking at something that resides in the ionosphere of the truck world, it has the lot. The standard equipment list includes power 10-way heated and cooled leather-wrapped front buckets and a heated 60/40-split/folding rear bench seat with a one-touch lift feature (this opens up 57.6 cubic feet of interior cargo space minus the chunk consumed by the audio system’s massive subwoofer). Throw in all the usual power toys, including a sunroof and power tilt steering, and you begin to get the picture. The only option is the navigation system ($2,300) that’s tied into the upscale Sony audio system (it comes with 10 gigabytes of music storage space on the hard drive). Cranking this puppy up drowns out the loudest vroom-and-boom stereo with ease and it does so without any distortion.

This, however, tells only part of the Platinum’s story. The rest of the cabin is just as opulent in its execution. First, forget anything you’ve ever read/heard about how a pickup’s interior should feel — this thing is first class all the way. The front buckets hug the occupants like few other truck seats, the steering wheel has a rewardingly chunky feel and the ergonomics are first-rate. Remember, this thing is almost as wide as many economy cars are long. As such, it would have been very easy to place many of the controls beyond the average driver’s reach. Not here; everything falls readily to hand.

Likewise, things normally considered a bit of a chore are easily accomplished. For example, punching a destination into the navigation system is a simple venture thanks to the touchscreen. Want to find a particular song? No problem; simply ask the Sync system to search the various media and it obliges. Of course, the wipers are rain sensing, the dual-zone climate control is automatic and there’s a backup sonar with camera. Even the power-adjustable pedals are tied into the driver’s seat memory function along with the steering wheel and mirror positions, which includes a power fold function. It is about as far removed from my old rubber-matted, plastic-seated F-150 as it is possible to get without shifting to a full-on luxury car — this thing really is the reincarnation of the now-gone Lincoln pickup.

Similarly, climbing into the Platinum’s five-foot-five bed is a simple venture. Deploying the step system from the tailgate allows one to climb in with decorum. There are also all the tie-downs and dividers needed to lash cargo properly. The tester also featured a three-piece hard tonneau cover ($1,300 before the $1,000 credit). This, when combined with the lockable tailgate, keeps any valuables stored beneath safe.

The final touch is overkill in the realm of things–open any of the doors and the running boards power down into position. Close the door and they slide back under the vehicle. My only question: What happens when the running boards are caked with a heavy layer of ice or snow?

As for the rest of it, well, the Platinum is not a wuss of a thing. The 5.4-litre V8 (310 horsepower and 365 pound-feet of torque) and six-speed automatic transmission combine to bring plenty of hop off the line and on through the mid-range. The limited-slip differential and P275/55R20 wheel/tire package deliver a ton of traction, which helps to quell unwanted wheelspin in the first place. AdvanceTrac (a stability/traction control system) then takes care of what does surface.

Likewise, hammer into a corner and the oversized tires deliver plenty of lateral grip as the suspension works to limit the amount of body roll. The good news is it accomplishes this without beating up the riders when the road takes a turn for the worse. Even the steering has some semblance of feel and feedback. It is just not what’s expected, especially of a truck that can tow 4,173 kilograms and includes a built-into-the-dash trailer brake controller.

More surprising is the off-road ability. While I did not put its true potential to the test, a quick jaunt down a gnarly access road and over a mound of clay proved it will take the occupants to that desolate fishing hole without getting mired in its own mediocrity.

How the modern pickup truck has changed. The F-150 Platinum is both a full-on workhorse and a luxurious ride at the same time. The more kilometres one piles on behind the wheel, the more one begins to appreciate its split personality — it will pull a horse/boat trailer by day and can be valet parked beside the Ferraris of the world at night. I’m not sure I would have traded my old pickup truck in had it possessed similar attributes and abilities.

(from Graeme Fletcher, National Post)

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Looking down the road with Ford

March 30, 2010

It seems Ford Canada missed the memo.

You know, the one about the demise of the automotive business particularly for the so-called lumbering Big Three “dinosaurs.”

Well, from all accounts, rumours of their demise were greatly exaggerated.

“Our sales have been increasing each month, and we have achieved 16 consecutive months of market-share growth,” Ford CEO and president David Mondragon told The Sun recently, noting that just last month sales were up 51 per cent in Canada. “We have the freshest showroom in the industry right now, which sets us apart from our competitors.”

Ford has more launches this year than any other automaker, and according to Mondragon, the 2010 model lineup has something for everyone, including more small, fuel-efficient vehicles.

The first all-new Ford to arrive this summer is the new and highly anticipated Ford Fiesta. The Fiesta model is a strong one for Ford, with more than 12 million units sold since 1976.

“Fiesta will offer a level of technology, fuel economy, craftsmanship and fun-to-drive experience not seen in this segment until now, and at an incredible starting price of $12,999,” Mondragon reported.

Available as a four-door sedan or five-door hatchback, the new Fiesta will be on display at next week’s 2010 Vancouver International Auto Show at BC Place.

Other important vehicles arriving in 2010, according to the company president, include: the all-new Super Duty, with its new diesel and gas engines; the powerful yet fuel-efficient V-6 and V-8 Mustangs; and the refreshed Ford Edge and Lincoln MKX. And later this year the all-new Explorer and 2012 Ford Focus hit Canadian showrooms.

“The next generation Focus being launched as a 2012 model is a game-changer for Ford,” noted Mondragon. “It’s the second vehicle, after the Fiesta, developed globally, taking the strengths from every continent to bring a world-class vehicle to market.”

Mondragon, who took the reins of the company in September 2008 on the eve of the global economic collapse, believes the automaker is well positioned today to experience continued growth.

“Consumers’ perceptions about Ford are changing, thanks to new products that show major advancements in fuel economy, quality, safety, technology and value,” he explained.

As to the future, Mondragon said Ford Canada’s focus will remain on fun-to-drive, fuel-efficient vehicles that deliver real value to Canadian customers.

“We see the investments we’ve made in developing new vehicles that offer leading fuel economy, safety, quality and technology, continuing to pay off for Ford for years to come,” he said. “We will continue to offer an onslaught of new products each year.”

Ford employs more than 7,000 people in Canada, and an additional 19,000 people work in the more than 400 Ford and Ford-Lincoln dealerships across the country.

(from Andrew McCredie, Vancouver Sun)

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First Drive: 2011 Ford Mustang

March 29, 2010
2011 Ford Mustang
2011 Ford Mustang.


Los Angeles, California – Hot on the heels of the all-new 2010 Ford Mustang, the 2011 version ups the ante by significantly increasing horsepower in both its V6 and V8 GT models. 2010 Mustang owners may feel they should have waited, but there is a price increase over the 2010 models, so there may be some solace for them in this.

Still, with an all-new aluminum 3.7-litre V6 now generating 305 horsepower at 6,500 r.p.m. and 280 pound-feet of torque at 4,250 r.p.m. (up 45 per cent and 16.6 per cent respectively over the 2010 4.0-litre V6), and the new 5.0-litre all-aluminum V8 making 412 hp at 7,000 r.p.m. and 390 lb-ft torque at 4,250 r.p.m. (up 31 per cent and 20 per cent respectively over the 2010 4.6-litre V8), the sheer grunt and sophistication of these engines is a major enhancement to this model.

2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang.

Both engines feature dual-overhead camshafts and Twin-Independent Variable Camshaft Timing (Ti-VCT), which, according to Ford, allows variable control of valve operation across the rev’ range, producing better fuel economy and more power. Both models now feature a standard limited slip differential and revised suspension and brakes.

As well as strutting its higher horsepower numbers, Ford is also crowing about Mustang’s fuel consumption, and rightly so. The automatic V6 gets 10.7/6.4 L/100 km city/highway from the automatic model, and 11.1/6.9 L/100 km from the manual version. In comparison, the automatic 2010 model returned 12.9/8.5 L/100 km, city/highway and the manual achieved 11.7/7.6. The new GT manages 11.8/7.8 (automatic) and 12.2/7.6 (manual), while the outgoing automatic Mustang GT consumed 12.3/8.7 L/100 km, city/highway, and the manual returned 13.0/8.4.

The new Mustang also stays trim, weighing less than 50 kilograms more than the 2010 cars.

The overall point, of course, is to bring the power of the Mustang in line with its natural competitors, the Chevrolet Camaro and Dodge Challenger. Both those cars raised the horsepower bar when they were introduced (the Camaro offering 304 hp from its V6 and 400/426 hp from the V8, and the Challenger 240 hp from its V6 and 372/375 hp from the V8), making the Mustang – on paper at least – appear far too conservatively specified for its image. (I say, “on paper” because the Mustang was and still is lighter than both those cars).

2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang.

But image is important in this “modern muscle” category of vehicles, and although welterweights may be entertaining, the big boys are kings of the ring.

As I say, pricing is generally higher for the 2011 models, compared with the equivalent outgoing line-up. There is a “Value Leader” Mustang Coupe V6 available for $22,999, but most will opt for the standard version which starts at $26,999 (2010 equivalent $24,499). The V6 Convertible starts at $31,399 (2010: $30,199).

The GT Coupe now enters at $38,499 (2010: $37,499) and the GT Convertible is now $42,899 (2010: $41,699). Both V6 and GT Mustangs arrive with six-speed manual transmissions as opposed to last year’s five-speed, with a six-speed automatic available for an extra $1,400.

True to Mustang tradition, there are numerous options and upgrades; some available on both the V6 and GT models, some on one, but not the other. Notable options include DVD Navigation ($2,300), 19-inch wheels ($1,200), interior upgrade packages, glass roof (Mustangs have no power sunroof option) ($2,200), remote start ($300), HID headlamps ($600), rear camera ($300), GT Brembo Brake Performance Package ($1,700), 3.73 limited slip rear axle ratio for manual transmission models ($500), and leather seating surfaces ($1,500).

An interesting new standard feature is the “spotter” outside mirrors that virtually eliminate blind spots via a small, concave surface into the top outside corner of each reflecting surface. This is common on European cars, and has been a long time coming to North America. Other new standard features for 2011 are a message centre, MyKey programmable vehicle key and Universal Garage Door Opener.

We had occasion to drive the new Mustangs on a variety of roads and surfaces, including stop-and-go city driving, winding canyon roads, multi-lane highways, a timed slalom run with a gravel section, and, in the case of the GT, a one-eighth mile “dragstrip.”

2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang.

The first thing to note is that the ride and handling of the 2011 Mustang is excellent. Even though the Mustang uses a live rear axle, rather than a more sophisticated independent rear suspension, the car feels very composed and stable on all road surfaces. Ford’s AdvanceTrac Stability control with traction control is now standard on Mustangs (as of 2010) and this has a big impact when driving on rough and uneven surfaces like the slalom course we experienced with the V6 cars.

This year, electric power assist steering (EPAS) is fitted, and this certainly contributes to the sharp handling and precise feel of the steering. Mustangs are not small, but they drive smaller than you might expect. Visibility is surprisingly good, even with the tall hoodline.

Another high point of the car is the fit and finish of the interior. The leather seats are nicely crafted, looking tailored and smart. They also provide good comfort and support, keeping the driver in place behind the wheel without constraining movement. Canadian cars, by the way, come with the “Pony” interior; it’s an option in the U.S., but 88 per cent of Canadian buyers select this feature, and Ford of Canada got the message.

But the big news is the extra power: first of all, the new V6 now makes only 10 horsepower less than last year’s 4.6-litre V8, and those who believe Mustangs are synonymous with V8 power really have to experience these V6 horses in action. The car is quick off the line, and leaps away under hard acceleration, emitting a satisfying – lusty, even – note from its standard dual exhaust. Even if you love the GT, I think the 2011 V6 Mustang could change your mind.

The GT, however, will remain the “real deal” for die-hard Mustang enthusiasts. The mere sound of the engine quickens the pulse; shifting into gear adds to the excitement and pulling away – even under modest acceleration – is truly satisfying.

2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang.

We drove the V6 automatic, and GT manual vehicles, and found that the automatic is very quick to find its high gear. Take a little pressure off the accelerator when driving and you’ll find yourself in fifth or sixth gear almost instantly, and torque just seems to disappear. Fuel economy is the reason. It’s not objectionable, but it is something you notice. Likely this would simply recede into your driving experience after a couple of weeks with the car, and fortunately the transmission is quick to engage a lower gear when asked.

The manual is smooth and direct. The clutch is not too heavy in normal driving, but does start to push back in continuous stop-and-go traffic. It has a short, stubby shifter that falls readily to hand, and manual shifters (people, that is…) will love its operation. What would be nice, though, are paddle shifters for the automatic. Maybe such a feature seems out of character for Mustang, but if it came with a sports mode that provided quick, snappy gear-changes when desired, then paddle shifting would enhance the driving experience.

The convertible cars look great, even though I’m personally not too keen on four-place soft-tops. When the top is up, the interior is silent and civilized; when it’s down (a couple of latches and the press of a button) it’s quiet enough to talk or listen to music at highway speeds. It’s too bad the top doesn’t completely fold down, though; presumably it doesn’t in order to provide extra space in the trunk. Nonetheless, if it would drop another couple of centimetres, it would smooth out the lines of the car and obviate the need for a boot.

The optional navigation system is bright and easy to use, but we found it slow to react. On several occasions, directions were given as we passed the street onto which we were supposed to turn. Not sure what that’s about, but it was noticeable.

2011 Ford Mustang
2011 Ford Mustang
2011 Ford Mustang.

As mentioned above, we did have the opportunity to run the Mustang GTs (automatic transmission models) down an eighth-mile dragstrip (a converted airport runway; one-eighth mile to accelerate, one-eighth to stop), Times were in the 8.6 second range for the one-eighth mile runs, achieved with the stability control system on (there is a sport mode, and you can fully disengage the system). The experience was exhilarating; the car willing in this environment.

Our slalom runs in the V6 cars were perhaps more of an eye-opener, as the cars exhibited far more control and composure than you might expect (this isn’t a heavily modified Solo 2 car, after all). The steering was direct, the engine had punch, and the car delivered. Nobody that I noticed slid off-course.

If you’ve been thinking a Mustang may be for you, there hasn’t been a better one than the 2011 V6 or GT. The power is awesome; the fuel economy is a major achievement; the handling and overall build quality are impressive. Fun, performance and value are the three buzzwords Ford associates with this car. They certainly know their product.

Look for the 2011 Mustangs to appear in showrooms in late spring, 2010.

(from Paul Williams, Canadian Driver)

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Giving new meaning to HARD DRIVE

March 26, 2010

Keep your eyes on the road and not on your iPhone.

The newest cars hitting the road in Manitoba come Internet-ready, adding another twist to concerns too many drivers are already too busy yakking on cellphones or sending texts to pay attention to traffic lights and stop signs.

It also comes as police in Manitoba gear up to enforce the province’s new ban on cellphone use and texting while driving.

A provincial spokesman says the ban is expected to become law in June with enforcement starting immediately. The proposed fines are $191 for talking or texting on a handheld device.  RCMP have already started handing out written warnings. “The guys find when you hand out a piece of paper it has a greater impact,” Sgt. Line Karpish says.

The latest in in-car gadgetry is sold as putting safety first so drivers don’t fumble around answering a cellphone call when they’re in traffic, and keep both hands on the steering wheel.

“There isn’t anybody that hasn’t seen an issue with somebody driving a car that’s on a cell and driving stupidly,” Mid-Town Ford sales manager Lance Fridfinnson says, showing off his company’s voice-activated SYNC system, which is developed by Microsoft.

SYNC and Bluetooth technology, and dashboard USB ports, are turning new cars into rolling computers, allowing drivers and passengers to talk hands-free on the phone. Depending on technology, some can receive texts, but read aloud by the car’s built-in voice.

“It allows you to keep your attention on the road where it should be,” Fridfinnson say, adding Ford recommends drivers, “should still stop and take the phone call while not driving.

“But if you do, like most of us do, drive while you’re talking on the phone, then this will allow you to devote your attention to the task at hand, which really matters, not bashing into the car in front of you.”

During the South By Southwest Interactive festival in Austin, Texas, Ford unveiled plans to take it to another level. It plans to launch an application store for drivers to download programs they can use on the road, much like Apple’s ‘app store’ for iPhones and iTouches. It means drivers can access their mobile applications while in the car, such as checking their Twitter profile.

Fridfinnson says consumers shopping for a new car want and expect this kind of technology, and for drivers, they can only get on the Internet when they’ve parked the car.

Police say they see no difference whether you’re on a cellphone call or Twittering while driving — being distracted is being distracted.

“We can charge you with driving imprudently without due care and attention,” Karpish says, adding you could face the same charge if police catch you shaving or putting on lipstick while driving. “It’s a public safety issue,” she says.

Wi-fi in your car?  Yep, It’s coming.  Update your Facebook profile or throw out a pithy comment on Twitter from your car?  It’s not that far off — but if you’re the driver, only when you’re parked.

That’s what Ford has planned in the coming months as it puts more Wi-Fi- ready vehicles on the road.

Other vehicle manufacturers are doing the same thing as mobile wireless technology expands. Some analysts predict the mobile device will become the No. 1 source for Internet access by 2020, surpassing the home computer.

It’s as simple as plugging in a USB broadband modem — an air card — into your car’s USB port. It requires a password so other drivers can’t steal your bandwidth.

That creates a secure wireless connection inside the vehicle. Passengers with Wi-Fi-enabled devices can then get on the Net as long as the broadband modem picks up a signal.

While marketed as a rolling Wi-Fi hot spot, the driver is expected to keep his hands on the wheel.

Ford says drivers of their vehicles can only access the Internet, via an in- car, eight-inch touch screen, only when the gearshift is in ‘park’.

(from Bruce Owen. Winnipeg Free Press)

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A future focused on green

March 25, 2010

Next-generation, SmartGauge technologies earn Ford a Canadian award

In case you missed it, the 2010 Best New Green Technology award from the Automobile Journalists Association of Canada (AJAC) was presented to Ford for its Next Generation Hybrid System and SmartGauge at the Canadian International Auto Show in Toronto recently.

“Virtually every manufacturer is working to reduce fuel consumption and exhaust emissions. Continual development has made the modern passenger vehicle a very clean device. But we cannot let up on efforts to reduce the effect it has on the environment we will hand off to future generations,” said the technology award chairman Richard Russell. “We want to look at these efforts and award those we feel are worthy of recognition.”

The award-winning next-generation hybrid propulsion system from Ford is an advanced version of the system used in the Ford Escape hybrid and is available in the 2010 Ford Fusion Hybrid. It can operate longer at higher speeds (up to 75 km/hour) in a pure electric mode, which is about twice as fast as some competitors. In addition, the transitions between gas and electric power are more efficient and virtually seamless.

Ford stresses the use of Ford engineered technologies in its hybrid drivetrain, as opposed to imported or copycat systems. And improved efficiencies in the motors and the car’s electronics allow an enhanced electric-drive mode in.


Over-topping the gas tank pollutes the second-generation system.

These advances include a battery pack that’s 23 per cent lighter than the one used in the Escape Hybrid and it also produces 28 per cent more power.

The 2.5-litre gas engine used in the 2010 Fusion Hybrid is also a high fuel-efficiency Atkinson cycle engine. When coupled with the electric motor, the combined power available is an impressive 191-horsepower. Another remarkable feature of Fusion Hybrid is the tuned response (pedal feel) of its regenerative braking system, which is able to recapture 94 per cent of braking energy.

A new SmartGauge on the instrument panel offers four levels of information and it also provides gentle driver coaching to achieve more fuel-efficient driving habits. The driver can choose how much or how little information (or coaching) that he or she desires.

It uses two high-res, full-colour liquid crystal display (LCD) screens on either side of the analog speedometer to show different levels of information. Vines and leaves appear to grow and provide a graphic visual reward for fuel-efficient driving.

“Great strides in our hybrid technology have made the Fusion Hybrid the most fuel efficient mid-size sedan and the addition of SmartGauge with EcoGuide instrument cluster technology, is a unique way to help drivers get the most out of their hybrids,” said David Mondragon, president and CEO of Ford Canada.

Plants absorb sunlight and water, taking in CO2 and expelling oxygen. When a plant-based material is eventually recycled at the end of its life, as an auto part, the CO2 is released back into the atmosphere, completing a (carbon neutral) cycle.

(from Bob McHugh, The Province)

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EcoBoost engine takes 2010 Flex to new heights

March 23, 2010

The Ford Flex, based on the Taurus platform, gets upgraded for 2010 with a powerful new 355-horsepower EcoBoost twin-turbo 3.5-litre V-6 engine.

Apart from the nice bump in power, the Ford Flex continues to stand out as a vehicle that projects bold style like a sharply tailored Armani suit.

Its square-edged, Bauhaus-esque design esthetic is decidedly country-club chic, and the CUV is stylistically heads and shoulders above most of the competition. The edgy style may not appeal to all, but those who attended the SEMA convention in Las Vegas last November said the Flex was popular among custom accessory suppliers, and when the custom car guys think a car’s cool, it’s cool.

The interior of the Flex is so luxurious it ought to be sold as a Lincoln. The seats (front buckets, second-row captain’s chairs, and third-row bench) are covered in perforated black leather, with contrasting white stitches. Our Flex had heated front and second-row seats. Plastic materials on the dash and doors are soft to the touch and have a quality feel. The instrument panel is legible, and the centrestack is outstanding. Fitted with a large multi-purpose screen (for GPS, backup camera, audio and HVAC controls), it’s easy to read, and learning its many functions is quick and painless.

Bright Think is alive and well at Ford, as made evident by the array of convenience features loaded into our top-of-the-line Limited tester, such as: power adjustable brake/ accelerator pedals; a driver’s seat that automatically slides rearward when removing the key; a capless fuel filler (no more handling smelly gas caps!); power flip-back second-row seats to access the third-row bench; doors that wrap under the sills, keeping them clean of muck; and windshield wipers that sweep three times, pause, and wipe once more to clear away the inevitable drips.

Our Flex had the Active Parking Assist option. “Automated” parking is a technology I’ve decried as an aid for the incompetent, but after using Ford’s system, I’m a believer. The short story on how APA works is the driver controls the gas and brakes; APA does the rest (determining if the car will fit the space and controlling the steering wheel.) The automated system cranks the steering wheel faster than any driver does, and sensors allow the car to cut in tighter than most drivers will. It works.

Driving the Flex is a revelation. Designated as a full-sized CUV, it has about the same overall length as class competitors Buick Enclave and Chevrolet Tahoe, but I found the Flex easier to drive in traffic. Its broad, square hood clearly shows the front corners of the vehicle, and reversing is painless thanks to an outstanding back-up camera and viewing screen.

Despite the massive 20-inch optional wheel package, the Flex’s ride strikes the perfect balance between luxury and fine driving dynamics, with the emphasis on luxury. Power from the twin-turbo EcoBoost V-6 is stout, and acceleration is remarkable. Turbo lag is nonexistent, and a quick jab of the throttle yields instant thrust via a smooth, quick-shifting six-speed automatic transmission. Compared with its competitors (such as the Enclave, Mazda CX-9, Mercedes-Benz R350 4Matic, Volvo XC70 T6 AWD — all priced in the $55,000 range), the Flex is the hot-rod of the group and will trounce any class challengers like a V-8 Mustang blowing off a Toyota Corolla.

Complaints about the Flex are few. This is the only car I’ve tested in the past year that does not have a gear indicator on the instrument panel. It’s awkward exiting the third-row seat. Only the driver’s window is express up/down. Finally, our demo suffered from two annoying rattles — one from a second-row sunshade clip (which should be fixable at the dealer); a second one emanating from the rear-view mirror, which is secured by a spring too weak to stop the mirror from bouncing.

Overall, the Ford Flex Limited AWD is impressive. It has the most power in its class, coddles occupants in Lincoln-level luxury, its 12-speaker Sony OEM audio system is one of the best I’ve heard, and the Flex surprises with thoughtful features for the price. Add to that its satisfying driving dynamics, near top-of-class fuel economy and a trailer towing capacity (2,041 kg) greater than any of the previously mentioned CUVs, and the Flex Limited AWD is a top pick in the full-sized CUV segment.

(from Tim Yip, Edmonton Journal)

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2011 FORD F-SERIES SUPER DUTY LEADS HEAVY DUTY CLASS IN TOWING, HAULING CAPABILITY, FUEL ECONOMY

March 22, 2010
The most capable heavy duty pickup in North America just became the most powerful and the
most fuel efficient with gas and diesel engines. Highlights include:

• Fuel economy on the all-new 2011 Ford F-Series Super Duty equipped with the 6.7-litre
Power Stroke® V-8 diesel engine averages an 18 per cent improvement for pickup models, up
to 25 per cent improvement for chassis cabs versus 2010 models. Trucks equipped with new
base 6.2-litre V-8 gas engine average a 15 per cent improvement versus 2010 models

• The all-new Ford-engineered, Ford-designed, Ford-built 6.7-litre Power Stroke V-8
turbocharged diesel engine has best-in-class torque of 735 ft.-lb. (at 1,600 rpm) and best-inclass
390 horsepower (at 2,800 rpm) – 85 ft.-lb. and 40 horsepower more than the outgoing
product – with best-in-class fuel economy; new engine is B20 biodiesel compatible as well

• All-new 6.2-litre V-8 gas engine also best-in-class with 385 horsepower and 405 ft.-lb. of
torque – 85 more horsepower and 40 ft.-lb. of torque more than the current 5.4-litre V-8 gas
engine – combined with class-leading fuel economy and E85 compatibility

• The all-new powertrains are the backbone of the new 2011 F-Series Super Duty, which has
class-leading towing capability of 11,068 kg (24,400 pounds) on pickups and 11974 kg
(26,400 pounds) on chassis cab; best-in-class payload capability of 5766 kg (12,711 pounds)
on chassis cabs and ( 2958 kg) 6,520 pounds on pickups

(from Ford.com)