Subtle isn’t a word we’d use to describe the 2011 Ford Shelby GT500. From its aggressive styling to its brash exhaust note and tire-frying performance, this super ‘Stang is as subtle as a fluorescent tuxedo. This latest version, however, does receive a few subtle improvements.
The big change is a lighter all-aluminum engine that reduces weight by 102 pounds and also consumes less fuel even as it adds 10 more horsepower. The result: better acceleration, improved handling and no more gas-guzzler tax. The 2011 Ford Shelby GT500 also gains a new SVT Performance package option that includes light yet stronger wheels that carry the new Goodyear Eagle F1 SuperCar tires, a stiffer suspension, a more aggressive axle ratio and a few cosmetic upgrades. Competition is scarce for the GT500, as it counts the Chevrolet Camaro SS, Dodge Challenger SRT8 and even the Ford Mustang GT among its closest foes. Overall, the 2011 Shelby outperforms all handily, but the big question is whether the $10,000 premium is worth it. The similarly priced Chevrolet Corvette Grand Sport will deliver comparable performance.
None of these alternatives can match the GT500’s enthusiast-only leanings. Limited to 5,500 units, the Shelby is also a bit more special. In terms of a rollickingly good time, the 2011 Ford Shelby GT500 does without a shred of subtlety, one more way in which it differentiates itself from the other cars in its class.
Performance
There’s a beast lurking under the long, bulging hood of the 2011 Ford Shelby GT500, one that’s hungry for pavement and premium fuel. The supercharged 5.4-liter V8 screams with an amazing 550 horsepower and 510 pound-feet of tire-smoking torque. A short-throw six-speed manual is the only transmission offered — good thing, too, since saddling such an engine with an automatic should be considered a crime against humanity. This engine does have a shred of smartness, because a new aluminum engine block replaces the former cast-iron number, and the result weighs 102 pounds less, improving both straight-line performance and cornering balance.
Performance is the name of the game here. Launching to 60 mph from a standstill takes only 4.4 seconds and the quarter-mile arrives in 12.4 seconds at 116 mph. The GT500’s brakes and tires are up to snuff as well, collaborating for a very short stopping distance of 104 feet from 60 mph. The 2011 Ford GT500 also handles a bit better than before as well, turning in a slalom run of 68.2 mph and pulling 0.97g on the skid pad.
With figures like these, the Shelby will outperform the Camaro SS and Challenger SRT8 (though the Dodge is surprisingly quicker through the slalom). The Corvette Grand Sport is essentially a dead heat in all of these metrics. With such a high priority on performance, however, the GT500’s fuel economy is understandably low. The EPA estimates 15 city/23 highway and 17 mpg for combined driving. Temptation got the best of us, as we only managed 14.6 mpg overall, which was further degraded by a few truly abysmal tank averages of 10 mpg when the car was driven by our more exuberant test pilots.
Numbers can’t convey what an absolute thrill it is to tear off a big greasy burnout in the GT500 or pitch the car into a raucous powerslide. It’s this type of juvenile behavior that speaks to our primitive brain — the part of our psyche that craves red meat and yearns for stomach-churning thrill rides. When you’re in this car, puritanical restraint is required in order to stay within the confines of driving ordinances, since the rear tires break loose with the slightest provocation from the accelerator pedal. Furthermore, the pronounced whine of the supercharger is so addictive, there should be a rehab program dedicated to kicking just that habit.
Before roasting them in plumes of white smoke, we found the new Goodyear F1 Supercar tires capable of keeping the GT500 tracking through turns with precision. The stiffer springs and shocks (part of the optional SVT Performance package) lack a reasonable amount of initial compliance, however, and the chassis skittishness that results requires a high level of alertness when you encounter any bumps while negotiating a corner. Compared to a 2010 Shelby GT500 we tested, our 2011 test vehicle no longer seems able to deliver a graceful arcing drift through a corner and instead seems more prone to snapping wicked loose. For this reason, we suggest the SVT option might be best only for die-hard track-day enthusiasts.
Meanwhile, the 2011 Ford GT500’s new electric power-assist steering proves incredibly precise, with adequate levels of feedback, but the steering effort seems a bit too light for a car with such impressive performance. The same can be said for the clutch and brake pedals, but admittedly, these traits serve to reduce fatigue when driving in the confines of the city.
Comfort
This Shelby GT500’s optional suspension greatly reduces overall comfort. Moderate potholes and ruts send wince-inducing jolts through the cabin. Washboard pavement undulations are positively unbearable, making it hard to read distant road signs. On the rare stretch of smooth pavement, the cabin remains pleasantly quiet, with detectable (but not annoying) amounts of wind and road noise. Fortunately, the wonderful noises from the engine bay provide a constant soundtrack when cruising.
The well-shaped front seats serve us well on long road trips as well as short, lively drives into the mountains. A generous amount of padding keeps fatigue at bay without completely numbing the seat-of-the-pants feel. Side bolsters with strategically placed suede inserts keep us securely planted when cornering at the limit. Taller drivers might yearn for a telescoping wheel while trying to find an ideal position, though. The rear seats are much less accommodating, with a distinct lack of legroom that forces polite front-seat occupants uncomfortably close to the dash.
Function
Unlike other modern muscle cars (this means you, Chevy Camaro and Dodge Challenger), the 2011 Ford Shelby GT500 provides a decent amount of outward visibility. The A-pillars are narrow enough to permit a good view toward the apex in a corner and the flip-down backseat headrests allow a fairly unobstructed rearward perspective.
The GT500’s gauges are slightly more legible than the thin hieroglyphics found within the standard Mustang, but still put a strain on the eyes. The multifunction display in the center stack is much easier to decipher, but its low placement requires an uncomfortably long glance away from the road. Climate and audio controls are on the small side and not as easy to read or operate as we’d like, but at least the Sync voice activation system largely alleviates the need to fuss with them. The quality of the sound from the upgraded audio system is rather disappointing, lacking clarity regardless of the music source.
The amount of available interior storage might leave some drivers wanting, with a shallow armrest bin and door pockets, a glovebox that’s dominated by the owner’s manual and cupholders that impede access to the gearshift. The trunk can hold a generous 13.4 cubic feet and the 50/50-split rear seats fold flat to accommodate larger objects, though the pass-through is a bit narrow. It seems the Shelby GT500 is better suited to hauling in the figurative sense.
Design/Fit and Finish
The 2011 Ford Shelby GT500 takes the already aggressive and chiseled body of the Mustang and infuses it with even more attitude. The GT500’s nose resurrects the spirit of the original Shelby Cobra roadster with a monstrous ovoid grille split by the front bumper. The lines from the massive grille are continued through the length of the hood, interrupted by a black plastic vent that channels heat out of the engine bay. The tail sports an extended rear wing with the slightest hint of a Gurney flap. Overall, the Shelby has a lower, more predatory stance.
The GT500’s interior is pretty much identical to a fully loaded Mustang GT. A few cues like suede trim and some badges help differentiate the Shelby from its twin. Hard plastics abound, but most distressing is the center armrest, which is mostly flat, with unyielding ridges and corners. We are also not fond of the polka-dot pattern on the metal dash trim. All things considered, we think the cabin design and materials fall short of the GT500’s $50,000 price of admission.
Who Should Consider This Vehicle
The 2011 Ford Shelby GT500 will satisfy the rare individual who thinks the Mustang GT, Chevy Camaro SS and Dodge Challenger SRT8 are just too wimpy.
The added performance and meaner appearance come at a premium of more than $10,000, though, and that kind of cash can buy a lot of aftermarket hardware. The Chevrolet Corvette Grand Sport will deliver similar performance at a comparable price. But the Shelby GT500 still has an undeniable cool factor, with a healthy dose of sinister.
We would, however, steer most buyers away from the harshness of the optional SVT Performance package.
Pros: Ridiculous amounts of power; intoxicating engine note; aggressive styling.
Cons: Optional suspension is harsh; interior treatment unimpressive; no telescoping steering wheel.
From : http://www.edmunds.com/ford/shelbygt500/2011/testdrive.html
Four years have passed since Ford introduced its Edge crossover to bridge the canyon of market space that separated the tidy Escape and the larger, bulkier Explorer. Launched in the midst of the crossover boom, the Edge instantly became a gleaming success for Ford, with more than 400,000 units built so far and sales continuing to trend up.
To keep that momentum alive, the Edge is updated for 2011 with more power for its 3.5-liter V-6, better fuel economy, chassis upgrades, and bolder styling in and out, including the market debut of MyFord Touch, the company’s new infotainment interface. Perhaps even better, Ford brought the Edge Sport into its own with stiffer rear springs and unique shocks, gorgeous 22-inch wheels, and a 3.7-liter V-6 pumping out in excess of 300 hp. A turbocharged 2.0-liter EcoBoost four-cylinder also will join the ranks as the fuel-economy champ sometime after making its debut in the new 2011 Explorer.
Bossier Styling
The changes to the Edge start with the bossy new nose, which ditches last year’s handsomely benign, square-jawed face. In its place is a squinty-eyed, menacing mug dominated by a floor-to-ceiling interpretation of Ford’s three-bar chrome grille (Sport models ditch the chrome in favor of a black finish), a power-dome hood, and vertical LED running lights at the outboard edges of the bumper. The rear end gets a new bumper, dual exhaust tips, and new taillights; Sport models get a three-finned diffuser-esque lower bumper. Filling out the wheel wells are any of four new wheel styles in 17- (SE), 18- (SEL and Limited), and 20-inch sizes (optional on Limited). Coolest by far, however, are the black-and-silver 22-inch forged wheels on Sport models.
MyFord Touch: Gonna Take Some Getting Used To
Just as notable are some changes that add some welcome elegance—and a bevy of new technologies—to the Edge’s insides. A completely redesigned dashboard eschews last year’s chunky shapes and vertical air registers for a more streamlined center stack, and there are also trim-specific dash and door appliqu?s and a soft-touch dash top (which unfortunately does not continue into the door uppers). Thick metallic bars bracket the center-stack controls which, on Limited and Sport models, are accessed via an electronic “finish panel” that builds on the optional MyFord Touch system. Co-developed with Sony, the panel replaces conventional buttons and knobs with a constellation of touch-capacitive buttons for HVAC controls and a center-mounted five-way switch (up, down, left, right, and center) for main audio controls.
Above that sits the main screen for MyFord Touch, which can be seen as more or less the next evolution of Ford’s already highly evolved Sync, adding sexier graphics, two additional high-res screens flanking the speedo, and thousands of voice-activated commands. (For more on MyFord Touch, check out our complete rundown of the system’s capabilities.) What we were most curious about is to see how intuitively the tech presents its information and whether or not the interface proved distracting.
At first, it was indeed quite distracting. Once we became familiar with the numerous displays and button orientations, less time was required to make adjustments to the 390-watt, 12-speaker Sony audio system, scroll through HD radio stations, fine tune the HVAC, or sync up our phones. We didn’t get a chance to have our text messages read aloud, nor tag songs to download later on iTunes. The navigation system was inaccessible altogether, since Ford removed the SD card that powers it from our car in order to force us into experiencing its new TDI (Traffic, Destination, and Information) service, which provides navigational directions in much the same fashion as OnStar’s turn-by-turn service does in GM vehicles.
Drives Better in Most Every Respect
With TDI directing us along the roads of rural Tennessee, we discovered that the mechanical upgrades add considerable life to what had been a vehicle that lacked edge in the driving department. The Limited model we drove, riding on 20-inch wheels with 245/50 rubber, was very quiet, and absorbed impacts nicely albeit without muting them out altogether. The base 3.5-liter V-6 enters 2011 a smoother, quieter creature, with 20 more hp adding up to a total of 285 at 6500 rpm. Torque creeps up by 3 lb-ft, for a total of 253 at 4000 rpm. The steering remains heavy, but at least some feedback is now part of the picture, thanks to revised steering gear with less friction. The brakes, too, have been upgraded with new pistons, larger rear discs, and new pads adding some bite as the pedal is depressed, although we would love a bit more. Also welcome are gains in fuel economy, which is now at 19 mpg city/27 highway for FWD models, and 18/25 for all-wheel-drive examples. Those are improvements from 18/25 and 17/23, respectively, although those ratings carry over as the projections for the 2011 Sport.
We were particularly keen on driving the Sport, which gets not only the unique aesthetic treatments but also its own engine. The 3.7-liter V-6—essentially a bored-out 3.5—makes 305 hp at 6500 rpm and 280 lb-ft at 4000 rpm, and its true dual exhaust endows the Sport with a sharp and pleasant bark. Although the six-speed automatic is unchanged (save for the addition of paddle shifters) and fuel-economy ratings are the same as the 2010 model, the Sport’s six has sufficient grunt to move the two-plus-ton truck with some verve. Just as impressive is its willingness to change direction, an attribute we must chalk up to the big 22s and their 265/40 rubber. While you’ll never mistake the Edge Sport for, say, an Infiniti FX, Audi Q5, or Porsche Cayenne from behind the wheel, it is by far the sportiest of all American-branded crossovers.
Prices
Edge customers will be able to choose from the SE ($27,995), SEL ($30,995), Limited ($34,995), and Sport ($36,995) models; all-wheel drive adds $1850 to the bottom line, although AWD SE models are for fleet buyers only. As mentioned, the 2.0-liter EcoBoost four will be added to the lineup later, but was not available for us to sample and will not be a part of the initial rollout. (We expect the four to carry a premium price tag, as it will in the 2011 Explorer.) With sharper styling, scads of high-tech touches, and a target market as eager as ever for more and better crossovers, the 2011 Edge seems well positioned to build on the success of its predecessor, and it makes that first Edge of four years ago seem positively crusty by comparison.
From : http://www.caranddriver.com/reviews/car/10q3/2011_ford_edge_edge_sport-first_drive_review
We think the funky Ford Flex is comfortable and generally likable, but we’d hardly call it a performance vehicle. The newly available twin-turbocharged, 3.5-liter EcoBoost V-6 doesn’t fundamentally change that, but it does at least add some performance to a crossover desperate for speed. As it turns out, a few other modifications help spice things up, too.
Even Heavier, Much Faster
The standard Flex might look like a wagon, but it drives like a crossover. It isn’t particularly quick, hitting 60 in 8.4 seconds, and although it handles relatively well, it isn’t terribly thrilling to toss around, due to numb steering and a base curb weight that tops 4800 pounds in all-wheel-drive guise. The Flex EcoBoost, available only with all-wheel drive, adds roughly another 200 pounds. But with 355 hp at 5700 rpm and 350 lb-ft of torque available from 1500 all the way to 5250 rpm—advantages of 93 hp and 102 lb-ft over the naturally aspirated Flex—it feels much, much quicker.
We didn’t have a chance to strap test equipment to the Flex on our initial drive in mile-high Boulder, Colorado, but Ford claims a 0-to-60 time of 6.8 seconds. Our recent test of the Lincoln MKT, which shares the Flex’s platform and EcoBoost powertrain, resulted in a 0-to-60 figure of 6.1 seconds, so we think Ford may be sandbagging a bit.
The blown engine is complemented by the same six-speed automatic transmission found in the standard Flex, only it’s enhanced with an overdrive lockout mode with hill descent control, as well as a true manual shift mode. Self-shifting is done via steering-wheel paddles shaped exactly like those on a BMW 3-series, a surprisingly sporty touch for a Brady-grade family hauler. (It’s too bad about the cheap black plastic in which they’re rendered.) Speaking of grades, the overdrive lockout mode’s hill descent control automatically downshifts into an appropriate gear for engine braking when the shifter is set in “M” and the brake is held for a half-second or so.
The hill-descent control works well even while pulling a 2500-pound trailer, which the Flex did with incredible ease at the 7000-plus-foot altitudes we experienced in Colorado. As a forced-induction motor, the EcoBoost V-6 is innately thin-air friendly, which helps explain—but in no way tarnishes—the fact that the Flex EcoBoost proved more adept at light towing than the Chevy Suburban, Toyota Sequoia, and GMC Acadia that Ford brought along for comparison.
But the story of the Flex EcoBoost is not merely one of flexing muscle. The suspension is revised with stiffer springs and revised dampers, which serve to lower the vehicle by 0.4 inch and deliver a nice, taut ride that remains delightfully free of harshness. Roadholding was impressive as we hustled through mountain passes. We did notice a bit of a low rumble emanating from the rear of the vehicle during high-speed cruising, however, as well as a bit of wind noise from the A-pillars—no doubt a byproduct of the tall windshield, which is also responsible for ending many a bug’s life (in a splat, not even a smear).
The standard Flex has a hydraulic power-steering system which we don’t particularly like; it’s replaced in the EcoBoost model by an electric power-assisted system that we also don’t particularly like, owing to its having more or less the same lack of feel. The EcoBoost’s electrically operated system does allow for two noteworthy pieces of technological innovation: an active straight-line assistance feature that countersteers automatically in the face of crosswinds and crowned road surfaces and a sonar-based self-parallel-parking system that absolutely shames the slow and sloppy camera-based self-parking technology currently offered in certain Lexuses.
Can You Tell the Difference?
Big 20-inch, 10-spoke wheels, a discreet “EcoBoost” tailgate badge, and two fat outboard tailpipes that stick out far enough from the bumper to sear one’s shins are the only giveaways that this Flex has hit the gym. Inside, there are even fewer unique features—just the aforementioned shift paddles and the “M” slot in the transmission gate. However, 2010 also brings certain refinements to all Flexes, such as a telescoping function for the tilting steering column and more comfortable front headrests. Improvements are always welcome, but we think the Flex interior is already among Ford’s strongest, with above-average materials and assembly quality and a level of practicality that’s virtually unmatched in all of crossoverdom.
Ford admits the twin-turbo Flex will have limited appeal. The company expects the model to make up only 15-or-so percent of all Flexes. And it won’t be cheap. The base price is technically $36,890 for a 2010 Flex EcoBoost, but Ford admits the only way to get one that cheap will be to order it. The effective base price for an example in dealer stock will be $39,940, which includes goodies like leather upholstery, a 12-speaker Sony sound system, power-operated pedals and liftgate, and heated mirrors. The Flex Limited with EcoBoost, with its upgraded leather, voice-activated Sync and navigation, LED taillamps, and xenon headlamps, will effectively start at $43,580.
That might seem pricey for a Flex, but it’s in the same ballpark as well-optioned seven-seat crossovers from GM, as well as the far heftier and thirstier Toyota Sequoia and Chevrolet Tahoe and Suburban, vehicles that Ford claims are cross-shopped with the Flex. In that company, the Flex EcoBoost is not only one of the most-fuel-efficient options but also by far one of the sportiest. Plus, it looks cool. If you have to drive a box, at least make it an interesting one.
From : http://www.caranddriver.com/reviews/car/09q3/2010_ford_flex_ecoboost_v6-first_drive_review
We’re 10 years into the 21st century, but some things never change. The Yankees are world champions, the national debt is at record levels and the 2011 Ford Mustang GT is powered by a 5.0-liter V8. But while the latest Mustang’s engine size sounds familiar, just about everything else under the hood is radically different. Major mods include an advanced new all-aluminum V8 engine capable of 412 horsepower, a new V6 power plant making over 300 hp and two new six-speed transmissions.
All this comes just one year after an aggressive exterior and interior upgrade for the iconic pony car, and Ford says the emphasis for the 2011 Ford Mustang is on craftsmanship, fuel economy and technology. This is over and above the looks and performance emphasis the company feels every Mustang has received throughout the car’s history (well, maybe not the Mustang II). Craftsmanship efforts can be seen in the higher-grade interior materials and reduced road noise at highway speeds.
Fuel economy takes a leap forward with EPA ratings of 19/31 mpg for automatic-equipped V6 models and 18/25 mpg for 2011 Ford Mustang GTs. Finally, technology makes an appearance in features like the latest voice-activated Sync system for audio and navigation control, and the new MyKey system that allows parents to restrict the Mustang’s top speed and audio functions when their children are behind the wheel.
Why has Ford put so much energy into improving its venerable 45-year-old pony car? Fans might suggest it’s Ford’s way of paying homage to one of the longest-running and iconic nameplates in the automotive world. Cynics would likely point to the increased pressure on the Mustang coming from Chevrolet’s new Camaro and Dodge’s recently revived Challenger.
Did Ford really need to wait this long to retire that boat anchor of a 4.0-liter V6? Did a certain 3.6-liter, direct-injected V6 (with GM badging) play a part in the decision? Regardless of the forces behind these upgrades, the 2011 Ford Mustang represents a vastly improved performance coupe at the start of a new decade.
Performance
Performance has long been an integral aspect of the Mustang GT equation, but reviving the historic 5.0 badge brings a new level of expectation from the Ford faithful. An all-aluminum block with four-valve heads forms the basis of the new V8, but the big news for 2011 comes in the form of variable camshaft timing for the intake and exhaust valves.
This technology allows the 5.0-liter engine to offer seamless thrust from just off idle up to its 7,000-rpm redline. Horsepower peaks at 412 at 6,500 rpm, while torque peaks at 390 pound-feet at 4,250 rpm. The 5.0 engine, when mated to the new, slick-shifting six-speed manual transmission as on our test car, can deliver the Mustang GT from zero to 60 mph in 4.8 seconds (4.5 seconds with 1 foot of rollout, as on a drag strip).
These numbers have the 2011 Ford Mustang GT handily beating the last Chevrolet Camaro SS and Dodge Challenger SRT8 we tested. The new GT, equipped with a manual transmission, also trumps the Chevy and Dodge competitors with EPA fuel-economy ratings of 17/26 mpg.
Additional performance upgrades for the new Mustang GT include chassis improvements that increase torsional rigidity by 15 percent, revised spring and shock rates, new rear lower control arms and tighter stabilizer bar bushings for improved handling response. A slalom speed of 67.3 mpg is about 1 mph slower than the 2010 Mustang GT we tested last year, though that’s close enough to be a fluke of testing conditions, as the new model feels as planted as ever.
All of this suspension tuning work would be for naught if the Mustang’s new electric power steering offered the same artificial feel and feedback we find with many electronic systems. Thankfully, the Ford engineers appear to have mastered the art of re-creating hydraulic steering response through a computer programming algorithm. After several hours behind the wheel we had to ask ourselves, “If Ford told us the new Mustang’s steering was still hydraulically based, would we believe them?” The answer: “Yes.”
A car’s power and handling can be improved, but if stopping power lags behind, it means reduced confidence at best (and twisted metal at worst). New for 2011 is a Brembo Brake package with 14-inch vented rotors grabbed by four-piston calipers up front and 11.8-inch vented rear rotors grasped by two-piston calipers in back. Our test car included the Brembo package, and stopped from 60 mph in a confident 109 feet while providing excellent pedal feel.
Comfort
Ford engineers told us they specifically targeted unpleasant driving sounds when working on the 2011 Ford Mustang. The 2010 GT we tested emitted 73 decibels of noise while cruising at 70 mph, but this new one is down to 69 decibels at that same speed. Efforts to reduce wind and road noise, while enhancing the new V8’s low exhaust burble, were confirmed when we drove the new GT back-to-back against a Camaro SS.
While both vehicles offered a similarly appealing exhaust note from outside the cabin, when seated within it was obvious the Camaro transmitted a notably higher degree of tire hum and wind roar. Seat comfort and lateral support are excellent in the Mustang GT, with no aches or lingering effects after several hours behind the wheel.
Function
Following years of bizarre seat-to-wheel-to-shifter positioning for drivers of Ford’s icon, the current-generation Mustang GT provides a fully functional seating arrangement. Our remaining gripe centers on the non-telescoping steering wheel. Thankfully, the wheel’s position seems to fit most drivers without an uncomfortable reach, but we’d like to see Ford do here what it did for the Flex, and give us a fully adjustable wheel.
The Mustang’s outward visibility, enhanced via new blind spot exterior mirrors, is about as good as it gets in a fastback coupe, and far better than the Camaro or Challenger. With 13.4 cubic feet of trunk space it’s got about a 2-cubic-foot cargo advantage (along with a much larger opening) over the Camaro, but a 3-cubic-foot deficit compared to the Challenger.
Items like steering wheel controls, one-touch up and down windows, an interior trunk release and automatic headlights come standard on every 2011 Ford Mustang GT, with Premium models adding a six-way power driver seat, Shaker 500 audio system and Sync voice-activated communications and entertainment features. These features really do give the GT a premium feel, even without adding our test car’s $2,340 Premier Trim package with dual-zone climate control, HD radio and a voice-activated navigation system.
Design/Fit and Finish
When it comes to the Mustang’s interior, Ford likes to say, “If it looks like metal, it is.” That’s true of the metallic surfaces inside the cabin, but alongside many of those metal pieces are large swaths of hard plastic, including much of the door panel and center console real estate.
These pieces still offer a visually appealing texture (versus a shiny, cheap appearance), and the supple leather steering wheel and seat covers found in the GT Premium almost made us forget those plastic panels. The metal shift knob in our test car was a joy to see and operate, and the bright instrument gauges feature a classic font that further elevates the Mustang driving experience.
Who Should Consider This Vehicle
For driving enthusiasts of all ages, the 2011 Ford Mustang GT continues to represent the quintessential American sport coupe. It’s seen consistent improvement in the areas of performance, styling and interior design since the 2005 revamp, but the last two model years have proven a major leap forward in these areas. For longtime fans waiting for a Mustang that offers technology and personalization options to match its iconic styling and high-performance capabilities, the wait is over.
From : http://www.edmunds.com/ford/mustang/2011/testdrive.html
In case you haven’t noticed, Americans are downsizing. Proof is everywhere. McDonalds has banished its supersize option. “McMansions” are out, “live/work” lofts are in. Hummers and Navigators are sitting like boat anchors on dealer lots while Minis and Smarts are moving like mad (well, moving, anyway). Whether or not we want to admit it, our buying habits are starting to reflect those of consumers in Europe and other regions of the globe where prudence is valued over pretense, as evidenced by small cars, sleek furniture, and simple foodstuffs.
Our social resemblance to Europe becomes even stronger now with the arrival of the little Ford Transit Connect, the Turkish-built mini-mover that first went on sale—or perhaps more fittingly, went into service—some seven years ago pretty much everywhere in the world but here. During that time, the thing has proven quite popular, with more than 600,000 units sold in no fewer than 58 countries.
A Focus Wagon, Only Taller
Ford brought the Transit Connect across the pond after “taking advantage” of the Transit Connect’s mid-cycle refresh, which allowed it to meet U.S. emissions and safety requirements. It is based on the
first-gen Ford Focus (yeah, the same one that underpins the current U.S. Focus) and is still powered by a wimpy little 2.0-liter four-banger. As such, the front-wheel-drive-only Transit Connect is quite unbeautiful and unfun to drive and therefore somewhat hard to get too excited about.
Unless, that is, you happen to own, run, or work for a business that delivers, plumbs, builds, services, repairs, designs, or landscapes things, which more than a few Americans do. For them, the Transit Connect may be the most beautiful thing next to a tax loophole. With 135 cubic feet of cargo space, it is nearly as capacious as the Chevrolet Suburban (and far more flexible) and more than twice as roomy in back as that other little panel vanlet, the Chevrolet HHR Panel.
Accessing the space in back couldn’t be easier, thanks to sliding side doors and double-jointed rear doors that swing out and around the side of the vehicle. Nice. There is even a handy shelf spanning the header area above the driver and front passenger, but we would dissuade the average plumber from storing loose wrenches and pliers up there, as a serious headache (or worse) is only a speed bump away.
Slow Connection
You’ll otherwise have a hard time dislodging anything without the help of a good bounce. The accelerative force of the Focus’s four-cylinder, which squeezes out 136 hp at 6300 rpm and 128 lb-ft of torque at 4750 rpm, would hardly be able to knock over a Jenga stack. The four-speed automatic is slow and lazy. The steering and the brakes are as rubbery as the 205/65R-15 tires themselves, which, by the way, would be quick to screech loudly in protest should the Transit Connect driver be late with the bridal bouquet. The ride, however, is rather calm in spite of its solid-axle, leaf-spring rear suspension, and overall, it feels like the tall Focus it is from behind the wheel, which is to say very carlike compared with its tippy, trucky full-size competition. ABS is standard, and stability control is available for $545.
So our admittedly low expectations were easily met, but it is worth noting that with virtually no power at one’s disposal, changing lanes in a windowless Transit Connect loaded by up to 1600 pounds of cargo is a faith-based proposition. Ditto backing out of a parking space (a reverse sensing system is offered on XLT models and is $280 well spent in our book). Forward momentum, however, is far less stressful—as long as you’re not in a hurry—with excellent front and side vision, thanks to the huge windows. At least fuel economy is strong at 22 mpg in the city and 25 mpg on the highway.
Clever Solutions
Then again, none of that really matters with the Transit Connect. What matters more is the way customers will use the space behind the passengers. Most, we figure, will go for a two-seat configuration (second-row seating is an option), and more than a few will opt for Ford’s $1395 in-dash computer system, which allows internet access to office computers, complemented by a navigation system and a full Bluetooth-enabled keyboard and printer. Still more will select from the Ford Work Solutions offerings that make available all sorts of accessories that go way beyond rubber floor mats: Shelving possibilities include sliding drawers, cages, and even a $1220 electronic tool-tracking system.
Significantly, the vehicle’s engineering age prevented Ford from incorporating certain features—such as power doors, a fold-flat passenger seat, or fold-into-the-floor rear seats—that have advanced the art of, say, the minivan by leaps and bounds in the past decade. Until a complete redo happens sometime in the future, the Transit Connect comes with seating for two, four, or five occupants and can be had with a choice of windowed or windowless side or rear doors or both, depending on your desired balance of advertising space and outward visibility. Given that it is bound to be a short-trip kind of vehicle, no one will likely care about the oceans of gray plastic or the old-school Focus steering wheel, although we wouldn’t want to be riding shotgun with Biff the welder when one of the chintzy turn signal stalks snaps off in his hand.
Could Be Better, but Still a Winner
So, however rudimentary the new Transit Connect looks and feels, we predict it will nonetheless be a sure-fire success. Its dimensions and 1600-pound payload are certain to find favor among small-job companies for which the HHR Panel is too small, and paneled mini- and full-size vans fall short on maneuverability, configurability, and fuel economy. Base prices for the Transit Connect start at $21,475 for the stripper model and rise to $22,535 for the XLT wagon.
From : http://www.caranddriver.com/reviews/car/09q3/2010_ford_transit_connect-first_drive_review
The 2010 MKZ is a 4-door, 5-passenger luxury sedan, available in two trims, the FWD and the AWD.
Upon… read more introduction, the FWD is equipped with a standard 3.5-liter, V6, 263-horsepower engine that achieves 18-mpg in the city and 27-mpg on the highway. The AWD is equipped with a standard 3.5-liter, V6, 263-horsepower engine that achieves 17-mpg in the city and 24-mpg on the highway. A 6-speed automatic transmission with overdrive is standard on both trims.
At one point in time the Taurus was Ford’s top car. In 1986, the Taurus was Motor Trend’s car of the year. Recently fired late night talk show host Conan O’Brien still owns a 1992 Taurus SHO. Eventually sales began to slump, so Ford put the big bull out to pasture and replaced it with the Five Hundred. Well, the Five Hundred was a failure so Ford went back to the Taurus name. The 2010 Taurus is an all-new model that is a huge improvement over the Five Hundred and 2009 Taurus.
The 2010 Taurus is the best looking model to date. Gone are the “retirement home” looks of the Five Hundred and the overgrown Ford Fusion body of the fifth generation Taurus. The 2010 model has its own unique styling and looks every bit as good as what is offered from Japan.
The styling in the back of the car is not as good as the front however. The large overhanging square trunk may turn some buyers off. An upside to the bulbous rear-end is the massive amount of junk you can put in this Taurus’ trunk. Trunk volume is 20.1 cubic feet. Compare that to the 15 cu-ft of Camry and 14 cu-ft of the Accord.
The interior quality is good and the optional leather seats in our SEL appeared to be of good quality. One thing that stood out is the rather strange looking “eyebrow” dash. Both sides have a strange ridge that runs on each side. Was this intentionally done to save on the cost of the dash in markets that are right-hand drive? Either way it’s rather strange and it’s the only real flaw in the interiors aesthetic design. Our test car was also equipped with an ambient lighting system that can display several different colors. Having the interior glow a faint blue is pretty novel.
interior
The seats are flat and wide which can be annoying for drivers that are thinner because the seats lack support. The front seats appear to be built for rather wide people. There is almost no way I could use the door armrests in this car without leaning over to them. Also for as large as the Taurus is, it could still use a little bit more rear leg room. Big Gulp lovers will be happy to know the car has eight, yes eight cup holders.
When it comes to technological gadgets, the Taurus may have the best set of useful optional features in its class. Our SEL was equipped with Ford’s SYNC system which was designed by Microsoft. The SYNC system is designed to work with just about any MP3 player via a USB port. If your mp3 player can work as a mass storage device it will work with SYNC. In fact even a flash drive loaded with MP3’s should work too.
Nav-Info Display
Once your device is hooked-up, SYNC will create a database of your music so it will work properly with the voice-activation system built into the car. The voice activation system was fairly accurate, but sometimes oddly named artists would confuse the system. You can also set SYNC to play music similar to the one you are listening to which is a nice touch. The only downside is sometimes you have to wait for the database to update when you add new music to your MP3 player. SYNC is a compelling reason to consider getting a Ford, this is a must have feature for music lovers that are considering a Taurus or any Ford for that matter.
Driving impressions
The 3.5-liter 263-hp V6 is not as potent as the twin turbo EcoBoost engine in the SHO, but it gets the job done. Those with a lead foot should keep both hands on the wheel because the Taurus we tested exhibited some torque steer. The big bull has plenty of power to get up to speed on the freeway and passing is effortless.
Ford’s SelectShift 6-speed automatic may seem like a gimmick at first, but it actually works quite well for a slush-box. On each side of the steering wheel is a set of paddles. Pressing either switch on the front of the steering wheel with your thumb will downshift the transmission. To up-shift you just flick the paddle on the back side of the steering wheel. This will be awkward to drivers that are accustomed to paddle shifters with one side being up shift and the other downshift, but after a while it becomes natural. Ford Taurus SelectShift 6-speed automatic transmission
While the SelectShift is no replacement for a true dual-clutch paddle-shifting gearbox, it will on command drop a gear when you ask it to. Unlike some other automatics with manual control, you can continue to accurate until you hit the rev-limiter. The ability to keep the transmission in a single gear made the experience feel far more sporty. Downshifts worked rather fast, but up shifts were rough and sluggish, this is a traditional automatic after all. The transmission is a nice improvement over the 5-speed automatic transmission available in the Honda Accord.
The suspension as expected on a family sedan is plush and comfortable. Potholes are a minor inconvenience and a bumpy freeway will hardly be felt at all. With the soft ride you would expect a tremendous about of body roll in turns, but ford did a great job of minimizing it. For a big car, the Taurus can still be fun to drive.
Those in the market for a full sized sedan should take a long look at the Taurus. The car has technology features like blind-spot warning system and adaptive cruise control are usually found on more up market models. Many luxury cars don’t even have a connectivity system as good as SYNC. If a Camry seems too dull, the Taurus may be just what you are looking for.
Pros
* The optional SYNC system is great for music lovers
* Huge trunk that is great for long trips
* Good driving dynamics
Cons
* Some odd design choices
* Torque steer in FWD models.
* Flat front seats.
Competition is scarce for the GT500, as it counts the Chevrolet Camaro SS, Dodge Challenger SRT8 and even the Ford Mustang GT among its closest foes. Overall, the 2011 Shelby outperforms all handily, but the big question is whether the $10,000 premium is worth it. The similarly priced Chevrolet Corvette Grand Sport will deliver comparable performance.
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