Friday, December 18, 2009
Getting to drive a Fiesta!!!!!
I got to drive the new 2011 Ford Fiesta on Wednesday and it was very cool, it remined me of the car's I drove at home. the to top it off we had Garry Underwood with us today to teach us about the car.
Tuesday, December 8, 2009
The New Fiesta
Auto Show. Shown in sedan and four-door hatchback forms, it's a nice-looking car; it's a lot like the Mazda2 that was also unveiled at this show, which shares Ford's global B-car platform but has the Mazda-signature smiling grille. The Fiesta sedan is more easily recognized as a Ford because it has the characteristic three-bar chrome grille. The hatchback has an unadorned narrower opening just below the hood line. The optional 16-inch alloy wheels look good, and the step-up 17-inch designs are excellent. The 15-inch steel wheels were nowhere to be found under the bright show lights.
Unlike the Mazda2s shown here, which aren't fully ready for North American prime time, Ford offered full access to two SEL models. Earlier this year we drove a European version of the Ford Fiesta subcompact car and were impressed with both the way it drives and its interior quality. At the time, Ford said the interior was close to what we'd get in the U.S. version. They weren't lying. The materials quality is on the high side for the class, but I have to admit I'm not sold by the soft-touch dashboard, which Ford has claimed as a segment exclusive. Yes, it's soft...ish, but it's also a little glossy — at least as it appears here at the auto show, where things often get subjected to a preponderance of Armor All. There's a big emphasis on soft-touch dashboards these days, but now I have to wonder what's worse: a hard dashboard that looks good, or a soft dashboard that looks hard?
More impressive are the standard features — including driver's seat height adjustment and a tilt/telescoping steering wheel — and some other class-exclusive options like keyless access and push-button start.
The New Super Duty
Ford expects better mpg on new Super Duty
DETROIT -- Ford Motor Co. has designed a new transmission for its 2011 Super Duty
pickup that will achieve “significant” performance and fuel economy improvements
over the current five-speed automatic, a top Ford engineer said today.
The truck goes on sale next spring. It will have a new body, Ford's first in-house
designed diesel V-8 truck engine and a new six-speed automatic transmission.
“It's a clean sheet; it is not an evolution of the current product,” said Dick
Boerema, Ford engineering manager, during a Web conference. “We're going to be
significantly improved over what's available today.”
Boerema declined to give fuel economy estimates for the truck other than to say it ]
will be “very competitive.”
DETROIT -- Ford Motor Co. has designed a new transmission for its 2011 Super Duty
pickup that will achieve “significant” performance and fuel economy improvements
over the current five-speed automatic, a top Ford engineer said today.
The truck goes on sale next spring. It will have a new body, Ford's first in-house
designed diesel V-8 truck engine and a new six-speed automatic transmission.
“It's a clean sheet; it is not an evolution of the current product,” said Dick
Boerema, Ford engineering manager, during a Web conference. “We're going to be
significantly improved over what's available today.”
Boerema declined to give fuel economy estimates for the truck other than to say it ]
will be “very competitive.”
Friday, December 4, 2009
Motor Trend
2010 Motor Trend Car of the Year: Ford Fusion
The Comeback Kid: Do-it-All Sedan is Reborn for 2010 and is Better, Smarter, Nicer, Prettier, Comfier, Leaner, Meaner, and Greener in Every Way
November 17, 2009 / By Matt Stone / Photography by Wesley Allison
In 1964, Motor Trend's Car of the Year award went to the entire Ford lineup, recognizing its combination of design, engineering excellence, and performance. In 1970, we gave the nod to the Ford Torino, which could be ordered in a wide variety of configurations. Forty years ago, buyers could choose from economical, six-cylinder-powered sedans to the dragstrip-ready 429 Super Cobra Jet fastback. These legendary winners had one thing in common: bandwidth. In the 1960s and '70s, this term wasn't yet part of popular lexicon. Today, the 2010 Ford Fusion's impressive bandwidth as a model range was one of the many factors that helped it earn the 2010 Motor Trend Car of the Year award.
Want an economical midsize sedan that doesn't cost much, yet won't bore you to tears? Need to please your greener side with a high-tech hybrid? Fancy a near-sport sedan with AWD, 18-inch rolling stock, and the latest infotainment and electronics? Depending on which model you choose and how many option boxes you tick, the Fusion can be any of the above. Arthur St. Antoine calls the Fusion "a compelling sweep across one of the market's most hotly contested segments."
The original Ford Fusion came to market for the 2006 model year. The basics were there, but the car wasn't fully baked. For 2010, Ford's product teams gave the lineup a soup-to-nuts redevelopment so thorough, it's as if the first-generation car never existed. Only the passenger-shell sheetmetal and other basic architectural elements escaped being redesigned, upgraded, or replaced. Although a four-door sedan is the only body style offered, powertrain choices expand from two to four, and each is new or substantially revised. There are several trim levels offered as well: base S, upmarket SE, luxurious SEL, a separate Sport model, and a Hybrid. Early in this year's COTY program, there were quiet whispers, while heads nodded, about how the Fusion looked, felt, and drove like an entirely new machine.
It isn't often that lower-end models impress our lead-footed, enthusiast-driver staff, but our 2.5-liter four-cylinder Fusion SE tester proved the biggest of surprises. Paired with a slick-shifting six-speed manual transmission and optional Monochrome Appearance Package, (which, at only $895, includes 18-inch alloy wheels, V-rated performance tires, a rear spoiler, leather steering wheel, and cruise control), the Fusion SE goes from mild-mannered commuter to worthy canyon charger. Edward Loh said it has a "balanced ride, yet it's sporty and really fun to chuck in corners." And it boasts an EPA rating of 22 city, 29 highway, and an as-tested sticker price of just $23,065.
Next up is the 3.0-liter Duratec V-6 rated at 240 horsepower. This powerplant is offered only with a six-speed automatic transmission. The 3.0-liter earns an 18/27-mpg rating from the EPA and is also the only flex-fuel engine in the lineup, happy to run on gasoline, E85, or any mix of the two. Order this engine in the SEL trim level, and it can be had with optional all-wheel drive.
The top performer of the pack is the Fusion Sport, which is far more substantial than the usual "tape stripe and badge" treatment. The Sport gets exclusive use of the 263-horsepower, 3.5-liter Duratec V-6, mated to a SelectShift six-speed automatic. This transmission allows full manual control, which mates nicely with the Sport's 18-inch performance rolling stock, sport-tuned suspension, dual exhausts, unique front and rear fascia treatments, rocker panels, and rear wing. Although not a flex-fuel engine like the 3.0-liter, it earns the same EPA rating, and can also be ordered with all-wheel drive.
Rounding out the roster is the much-anticipated Fusion Hybrid. Loh called it "the crown jewel in Ford's hybrid program and the best American-brand hybrid on the market." It's a true parallel hybrid system that will operate on battery power alone, its 2.5-liter Atkinson cycle four-cylinder gasoline engine, and a combination of both. It uses the latest hybrid technology, including advanced and lighter weight nickel-metal hydride batteries, regenerative braking, continuously variable transmission, and variable cam timing on the intake tract to smooth out the transition from gas to electric mode and vice versa.
Three factors set it above others in the marketplace. The Fusion Hybrid, for lack of a better term, drives like a "normal car." There's plenty of low-rpm power, it's quiet, and the CVT transmission is much less prone to the jerkiness found in most hybrids. The SmartGauge with EcoGuide dual LCD cluster has taken the notion of hybrid driver interfaces to a new level. If you choose, a function named Empower will train you to drive more economically, by the adding or taking away green-leaf icons on the display. It's fun and intuitive, and information such as the state of the batteries' charge and current fuel mileage is displayed in an easy-to-read, attractive way. While most hybrids won't go more than 15 or 20 mph in electric-only mode, the Fusion Hybrid will motor along silently at up to 45. This is a useful feature when cruising around parking lots, or in stop-and-go freeway traffic. Frank Markus says, "This is the most fun I've had going slow. I raised the car's average by 1.5 mpg and filled the display with leaves."
The previous-gen Fusion interiors left a lot to be desired, but the new cabins are great places to hang out. They've been redesigned, the materials and fabrics choices are of much higher quality, and they're better insulated for a quieter ride. And infotainment offerings are world-class. Ford's popular Sync connectivity system, now with 911 Assist, is standard on some models, optional on others. A 12-speaker Sony audio system is available, as are voice-activated navigation and Sirius TravelLink.
Safety is an important criterion, not only for our Car of the Year judges, but for anyone. The Fusion excels here too. Besides standard four-wheel disc brakes, ABS, dual-stage airbags, and a variety of other active and passive safety measures, you can order a rearview camera system, as well as a Blind Spot Information System that warns you when another vehicle is hiding in your blind spot.
Downsides? Just a few. Our fuel testing includes photo shoots and other activities that tend to reduce real-world mileage, but the Hybrid model fell somewhat short of its EPA ratings. The manual gate on the Sport's SelectShift transmission is located on the far side of the shifter, not near the driver as it should be. The lower rear-seat cushion lacks support, and the front-center armrest is uncomfortably low. The 3.0-liter V-6 has 23 less horsepower than the Sport's 3.5-liter engine, but doesn't earn any better EPA mileage ratings (although it is E85-compatible). Yet these are small points that do little to diminish the Fusion's overall goodness.
In these tough times, value is high on everyone's list. It's here that the Fusion delivers great pop for the penny. The four-cylinder Fusion S starts at just $20,345 and is well equipped at that. Depending on which of the other four models you choose, and optional equipment levels, you'll find many of them will price out in the mid- to high-$20,000 range. Our fully loaded Sport AWD, at $33,525 as tested, represents the high range of the Fusion lineup.
St. Antoine summarizes: The Ford Fusion now represents "a sensational lineup of quality powertrains (for which Ford deserves huge applause), smartly tuned chassis, functional and attractive cabins, and outstanding value." The Fusion has matured into a fully competitive roster of midsize sedans, able to compete with the best in the marketplace, including sales juggernauts such as the Toyota Camry and Honda Accord. In all, it's a worthy winner of Motor Trend's 2010 Car of the Year competition.
The Comeback Kid: Do-it-All Sedan is Reborn for 2010 and is Better, Smarter, Nicer, Prettier, Comfier, Leaner, Meaner, and Greener in Every Way
November 17, 2009 / By Matt Stone / Photography by Wesley Allison
In 1964, Motor Trend's Car of the Year award went to the entire Ford lineup, recognizing its combination of design, engineering excellence, and performance. In 1970, we gave the nod to the Ford Torino, which could be ordered in a wide variety of configurations. Forty years ago, buyers could choose from economical, six-cylinder-powered sedans to the dragstrip-ready 429 Super Cobra Jet fastback. These legendary winners had one thing in common: bandwidth. In the 1960s and '70s, this term wasn't yet part of popular lexicon. Today, the 2010 Ford Fusion's impressive bandwidth as a model range was one of the many factors that helped it earn the 2010 Motor Trend Car of the Year award.
Want an economical midsize sedan that doesn't cost much, yet won't bore you to tears? Need to please your greener side with a high-tech hybrid? Fancy a near-sport sedan with AWD, 18-inch rolling stock, and the latest infotainment and electronics? Depending on which model you choose and how many option boxes you tick, the Fusion can be any of the above. Arthur St. Antoine calls the Fusion "a compelling sweep across one of the market's most hotly contested segments."
The original Ford Fusion came to market for the 2006 model year. The basics were there, but the car wasn't fully baked. For 2010, Ford's product teams gave the lineup a soup-to-nuts redevelopment so thorough, it's as if the first-generation car never existed. Only the passenger-shell sheetmetal and other basic architectural elements escaped being redesigned, upgraded, or replaced. Although a four-door sedan is the only body style offered, powertrain choices expand from two to four, and each is new or substantially revised. There are several trim levels offered as well: base S, upmarket SE, luxurious SEL, a separate Sport model, and a Hybrid. Early in this year's COTY program, there were quiet whispers, while heads nodded, about how the Fusion looked, felt, and drove like an entirely new machine.
It isn't often that lower-end models impress our lead-footed, enthusiast-driver staff, but our 2.5-liter four-cylinder Fusion SE tester proved the biggest of surprises. Paired with a slick-shifting six-speed manual transmission and optional Monochrome Appearance Package, (which, at only $895, includes 18-inch alloy wheels, V-rated performance tires, a rear spoiler, leather steering wheel, and cruise control), the Fusion SE goes from mild-mannered commuter to worthy canyon charger. Edward Loh said it has a "balanced ride, yet it's sporty and really fun to chuck in corners." And it boasts an EPA rating of 22 city, 29 highway, and an as-tested sticker price of just $23,065.
Next up is the 3.0-liter Duratec V-6 rated at 240 horsepower. This powerplant is offered only with a six-speed automatic transmission. The 3.0-liter earns an 18/27-mpg rating from the EPA and is also the only flex-fuel engine in the lineup, happy to run on gasoline, E85, or any mix of the two. Order this engine in the SEL trim level, and it can be had with optional all-wheel drive.
The top performer of the pack is the Fusion Sport, which is far more substantial than the usual "tape stripe and badge" treatment. The Sport gets exclusive use of the 263-horsepower, 3.5-liter Duratec V-6, mated to a SelectShift six-speed automatic. This transmission allows full manual control, which mates nicely with the Sport's 18-inch performance rolling stock, sport-tuned suspension, dual exhausts, unique front and rear fascia treatments, rocker panels, and rear wing. Although not a flex-fuel engine like the 3.0-liter, it earns the same EPA rating, and can also be ordered with all-wheel drive.
Rounding out the roster is the much-anticipated Fusion Hybrid. Loh called it "the crown jewel in Ford's hybrid program and the best American-brand hybrid on the market." It's a true parallel hybrid system that will operate on battery power alone, its 2.5-liter Atkinson cycle four-cylinder gasoline engine, and a combination of both. It uses the latest hybrid technology, including advanced and lighter weight nickel-metal hydride batteries, regenerative braking, continuously variable transmission, and variable cam timing on the intake tract to smooth out the transition from gas to electric mode and vice versa.
Three factors set it above others in the marketplace. The Fusion Hybrid, for lack of a better term, drives like a "normal car." There's plenty of low-rpm power, it's quiet, and the CVT transmission is much less prone to the jerkiness found in most hybrids. The SmartGauge with EcoGuide dual LCD cluster has taken the notion of hybrid driver interfaces to a new level. If you choose, a function named Empower will train you to drive more economically, by the adding or taking away green-leaf icons on the display. It's fun and intuitive, and information such as the state of the batteries' charge and current fuel mileage is displayed in an easy-to-read, attractive way. While most hybrids won't go more than 15 or 20 mph in electric-only mode, the Fusion Hybrid will motor along silently at up to 45. This is a useful feature when cruising around parking lots, or in stop-and-go freeway traffic. Frank Markus says, "This is the most fun I've had going slow. I raised the car's average by 1.5 mpg and filled the display with leaves."
The previous-gen Fusion interiors left a lot to be desired, but the new cabins are great places to hang out. They've been redesigned, the materials and fabrics choices are of much higher quality, and they're better insulated for a quieter ride. And infotainment offerings are world-class. Ford's popular Sync connectivity system, now with 911 Assist, is standard on some models, optional on others. A 12-speaker Sony audio system is available, as are voice-activated navigation and Sirius TravelLink.
Safety is an important criterion, not only for our Car of the Year judges, but for anyone. The Fusion excels here too. Besides standard four-wheel disc brakes, ABS, dual-stage airbags, and a variety of other active and passive safety measures, you can order a rearview camera system, as well as a Blind Spot Information System that warns you when another vehicle is hiding in your blind spot.
Downsides? Just a few. Our fuel testing includes photo shoots and other activities that tend to reduce real-world mileage, but the Hybrid model fell somewhat short of its EPA ratings. The manual gate on the Sport's SelectShift transmission is located on the far side of the shifter, not near the driver as it should be. The lower rear-seat cushion lacks support, and the front-center armrest is uncomfortably low. The 3.0-liter V-6 has 23 less horsepower than the Sport's 3.5-liter engine, but doesn't earn any better EPA mileage ratings (although it is E85-compatible). Yet these are small points that do little to diminish the Fusion's overall goodness.
In these tough times, value is high on everyone's list. It's here that the Fusion delivers great pop for the penny. The four-cylinder Fusion S starts at just $20,345 and is well equipped at that. Depending on which of the other four models you choose, and optional equipment levels, you'll find many of them will price out in the mid- to high-$20,000 range. Our fully loaded Sport AWD, at $33,525 as tested, represents the high range of the Fusion lineup.
St. Antoine summarizes: The Ford Fusion now represents "a sensational lineup of quality powertrains (for which Ford deserves huge applause), smartly tuned chassis, functional and attractive cabins, and outstanding value." The Fusion has matured into a fully competitive roster of midsize sedans, able to compete with the best in the marketplace, including sales juggernauts such as the Toyota Camry and Honda Accord. In all, it's a worthy winner of Motor Trend's 2010 Car of the Year competition.
Great Day
The Theodore Robins Ford Family History:
Theodore Robins sold his first Ford in 1923 for $637.10. Eighty-seven years later, Theodore "Bob" Robins Jr., the founder's son, is still selling cars and trucks from the country's most storied automaker at his Costa Mesa dealership. The Robins family is in their 87th year selling Fords. Robins' father sold his first car almost two decades after Henry Ford formed the Ford Motor Co. and began selling the experimental Model A. Only four other Ford dealerships in the country have been in the same family longer. "We've been selling them almost as long as they've been building them," Robins said from the office of a dealership now essentially run by sons Jim and Dave. The dealership has been family owned and operated for four generations with Robins Jr.’s grand-daughter, Nicole, running the Internet Department. The Robins dealership, which has also been run out of two Newport Beach locations in its history, is the only licensed Ford dealer in the area and routinely places among the area's top five in sales volume.
Robins Jr. can recount an oral history of his family's dealership. The elder Robins, who died in 1976, opened his Bay Avenue Garage for a mere $15 per month on Balboa Peninsula in 1921. He made sure "to offer good service and treat [his] employees well," Robins Jr. said about his father. "Maybe it was not as structured as things are today. But that was basically the principals he followed for all those many years and that are still practiced today."
Robins still remembers his first steps in the family business. In early February 1923, two men walked into the repair shop with an offer to purchase it, saying a Ford dealership had opened up. On Feb. 7, Robins hopped into a Model T and headed up to Los Angeles, where he promptly signed an exclusive deal with Ford. It was a golden opportunity that Robins knew he couldn't pass up. It was also the Model T that the younger Robins drove to Newport Harbor High School during his senior year, in 1947. Several years earlier, Robins began working in his father's dealership, ferrying parts to garages all over town. He even secured a driver's license at a ripe 14 years old so he could get behind the wheel of the parts delivery truck. In his office, which he took over from his father, he still keeps the original 1923 Ford Franchise Agreement framed on the wall. Next to it hangs Theodore Robins' first car sale on Feb. 14, 1923 -- a week after he'd set up the dealership
As a boy, Robins said he fell in love with the car culture Ford helped to bring about among greasy-haired teens in 1950s America. Robins himself remembers taking his 1932 two-door sedan out to the Orange County Airport, now John Wayne Airport, to sanctioned quarter-mile drag racing every Sunday. "This wasn't the stuff where they paid big money," Robins said. "You did it for the fun and getting a trophy." Through the years, the dealership has expanded several times, moving from its original Bay Avenue location. In 1928, the elder Robins moved it to a building at 22nd Street and Central Avenue, which is now Balboa Boulevard. The dealership was across the street from a Bank of America, which has since been replaced by the Crab Cooker restaurant. In 1955, Robins moved again, this time to Coast Highway and the property now occupied by Sterling BMW. In 1966, Robins was ready to expand again; he pulled up stakes and headed to his current location, at Harbor Boulevard and Bay Street. "He's an institution here in town," said Ed Fawcett, president of the Costa Mesa Chamber of Commerce. "They've been an anchor over there forever."
Throughout the years, the Robins family has been active in the community. For many years, the Robins family generously supported the Fish Fry. In the late 1970s, the Newport-Mesa Unified School District named their auditorium Robins Hall. Robins attributes the dealership's longevity to its reliance on the fundamentals: new cars, used cars, effective customer service and a wide array of parts. And he has evolved with the times. Despite his success, Robins remains humble. "The mere fact that we've been here a long time doesn't mean we feel like we're entitled to anything," Robins said. "We're here. We provide a service. We like to give back to the community."
Theodore Robins sold his first Ford in 1923 for $637.10. Eighty-seven years later, Theodore "Bob" Robins Jr., the founder's son, is still selling cars and trucks from the country's most storied automaker at his Costa Mesa dealership. The Robins family is in their 87th year selling Fords. Robins' father sold his first car almost two decades after Henry Ford formed the Ford Motor Co. and began selling the experimental Model A. Only four other Ford dealerships in the country have been in the same family longer. "We've been selling them almost as long as they've been building them," Robins said from the office of a dealership now essentially run by sons Jim and Dave. The dealership has been family owned and operated for four generations with Robins Jr.’s grand-daughter, Nicole, running the Internet Department. The Robins dealership, which has also been run out of two Newport Beach locations in its history, is the only licensed Ford dealer in the area and routinely places among the area's top five in sales volume.
Robins Jr. can recount an oral history of his family's dealership. The elder Robins, who died in 1976, opened his Bay Avenue Garage for a mere $15 per month on Balboa Peninsula in 1921. He made sure "to offer good service and treat [his] employees well," Robins Jr. said about his father. "Maybe it was not as structured as things are today. But that was basically the principals he followed for all those many years and that are still practiced today."
Robins still remembers his first steps in the family business. In early February 1923, two men walked into the repair shop with an offer to purchase it, saying a Ford dealership had opened up. On Feb. 7, Robins hopped into a Model T and headed up to Los Angeles, where he promptly signed an exclusive deal with Ford. It was a golden opportunity that Robins knew he couldn't pass up. It was also the Model T that the younger Robins drove to Newport Harbor High School during his senior year, in 1947. Several years earlier, Robins began working in his father's dealership, ferrying parts to garages all over town. He even secured a driver's license at a ripe 14 years old so he could get behind the wheel of the parts delivery truck. In his office, which he took over from his father, he still keeps the original 1923 Ford Franchise Agreement framed on the wall. Next to it hangs Theodore Robins' first car sale on Feb. 14, 1923 -- a week after he'd set up the dealership
As a boy, Robins said he fell in love with the car culture Ford helped to bring about among greasy-haired teens in 1950s America. Robins himself remembers taking his 1932 two-door sedan out to the Orange County Airport, now John Wayne Airport, to sanctioned quarter-mile drag racing every Sunday. "This wasn't the stuff where they paid big money," Robins said. "You did it for the fun and getting a trophy." Through the years, the dealership has expanded several times, moving from its original Bay Avenue location. In 1928, the elder Robins moved it to a building at 22nd Street and Central Avenue, which is now Balboa Boulevard. The dealership was across the street from a Bank of America, which has since been replaced by the Crab Cooker restaurant. In 1955, Robins moved again, this time to Coast Highway and the property now occupied by Sterling BMW. In 1966, Robins was ready to expand again; he pulled up stakes and headed to his current location, at Harbor Boulevard and Bay Street. "He's an institution here in town," said Ed Fawcett, president of the Costa Mesa Chamber of Commerce. "They've been an anchor over there forever."
Throughout the years, the Robins family has been active in the community. For many years, the Robins family generously supported the Fish Fry. In the late 1970s, the Newport-Mesa Unified School District named their auditorium Robins Hall. Robins attributes the dealership's longevity to its reliance on the fundamentals: new cars, used cars, effective customer service and a wide array of parts. And he has evolved with the times. Despite his success, Robins remains humble. "The mere fact that we've been here a long time doesn't mean we feel like we're entitled to anything," Robins said. "We're here. We provide a service. We like to give back to the community."
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