2012 White Ford Explorer 2.0L EcoBoost

Ford has pledged to make its downsized, turbocharged, direct-injection EcoBoost motors available as options in 90 percent of its American product line by 2013. So far, the technology cocktail has been served up in the Taurus SHO and Flex, as well as the Lincoln MKT and MKS. EcoBoost pulled off perhaps its greatest upset in the F-150, with the mighty twin-turbo 3.5-liter V-6 being spec’d in 41 percent of all F-150s sold here at Ford’s last count. Now, the Edge and Explorer have bellied up to the EcoBoost bar. The two crossovers tie for the honor of being the first Blue Oval products in the U.S. to offer the 2.0-liter EcoBoost four-cylinder—but only on models with front-wheel drive.
Four of One, Third-of-a-Dozen of the Other
As in the F-150, the EcoBoost engine in the Edge and Explorer is offered as a seemingly equal alternative to engines with two more gas-swilling cylinders. In this case, the EcoBoost option (which costs $995 in both models) is Ford’s 2.0-liter four-cylinder, producing a stout 240 hp at 5500 rpm and 270 lb-ft of torque at 3000 revs. Compare that to the base 3.5-liter V-6 in the Explorer, which offers 290 hp but just 255 lb-ft of torque. Citing a fuel-economy advantage of about 3 mpg compared with the V-6 alternatives, Ford claims the new four-pot is “the ideal powertrain” for the Edge and Explorer.
We sort of agree with Ford regarding the Edge ( to read our drive of the EcoBoost Edge), but not so much when it comes to the Explorer. That certainly isn’t because the engine is any worse; part for part and pony for pony, it is identical. Ditto the shared transmission, which features six gears but no manually selectable ratios beyond “D” and “L.”
So Close, But So Far Away
The culprit here is weight: With its seven seats and additional 12.9 inches of overall length, the 4550-pound 2012 Explorer with EcoBoost is saddled with a gluttonous 450 pounds or so more than the EcoBoost-powered Edge. The engine itself is as sweet as honey: turbo lag is pretty much nonexistent, and the four whirs along in utter silence unless the driver is really deep into the throttle. Off-the-line response is quite good, but all that weight makes the initial acceleration unsustainable. By the time the engine is midway up the rev range, sluggishness prevails.
We drove it solo as well as with four adults on board, on roads both flat and hilly. With just four aboard, performance suffered dramatically, so we shudder at the thought of filling all seven seats and/or pulling 2000 pounds of trailer (the max recommended for the EcoBoost Explorer). Ford has a policy of not providing performance estimates for most of its cars, but in a recent comparison test of three-row crossovers, we clocked a 0-to-60-mph time of 7.7 seconds in a 4747-pound, all-wheel-drive Explorer V-6. We expect a time of around 8.0 seconds for the Explorer with the four.
In other respects, the EcoBoosted example behaved much like other Explorers we have driven since the formerly body-on-frame model crossed into crossover-dom. The electrically assisted steering is too light but precise, and the brakes are strong. But, with its formidable width and outboard armrests that only an NBA player could reach, the Explorer imparts an inescapable feeling that one is driving more of a room than a car.
Yes, Even EcoBoost Has Its Limits
Ford readily admits that the four-cylinder Explorer is not ideal for crossover buyers who intend to tow. Rather, Ford says it is a better match for workaday tasks like shuttling the kids to school and grocery-getting—so, the stuff crossover buyers do. In most regards, the lighter, more enjoyable-to-drive Edge with EcoBoost could work equally well (and yield an additional mile or two per gallon while it’s at it) unless that third-row seat is absolutely necessary. The portly Explorer is just a bit too much Ford for four cylinders to handle—even with a turbo. View Photo Gallery

 

2012 Ford Edge 2.0L EcoBoost

Americans like big stuff. We like big houses, big helpings of food, and big cars with big honkin’ engines. But no one—anywhere—likes big fuel bills, and with a gallon of gas here costing much more than the loose change found in our big, cushy couches, something has to give. Forced induction paired with smaller displacement is the favorite current strategy to solve that Catch-22, ostensibly offering efficiency improvements with no loss in performance. Companies are buying in with fervor, and Ford’s effort now includes the 2012 Edge and its new, 2.0-liter turbo four-cylinder.
Installed in various Fords from the Taurus SHO to the F-150, a 3.5-liter twin-turbocharged V-6 was the first to wave the EcoBoost banner. The new, 2.0-liter turbocharged four-cylinder is the next, launching this fall in the 2012 Edge and Explorer (and later in the Focus ST hot hatch). In the Edge—and the EcoBoost Explorer—it’s intended for those whose idea of utility is hauling people and groceries, and it’s only available with front-wheel drive and a six-speed automatic.
The 2.0-liter EcoBoost is a modified version of the naturally aspirated 2.0-liter Duratec found in the 2012 Focus, and it carries over that engine’s direct injection, twin independent variable camshaft timing (Ti-VCT), and balance shaft. To ensure the turbo version could handle the max boost of 16 psi, Ford strengthened the aluminum block and crankshaft and added forged connecting rods and piston-cooling jets. The EcoBoost’s unique cylinder head integrates the exhaust manifold to save weight.
The net output is 240 hp at 5500 rpm and a healthy 270 lb-ft of torque from 3000 rpm, 45 fewer hp but 17 more lb-ft than in the Edge’s standard 3.5-liter V-6. We figure the EcoBoost Edge will hit 60 mph in about 7.4 seconds, or 0.5 second slower than the last V-6 version we tested. (That V-6 SEL had launch-aiding all-wheel drive, however.) Aided by active grille shutters and unique rocker moldings, the EcoBoost returns 21 mpg in the city and 30 on the highway on regular gas, besting the 19/27 turned in by a front-wheel-drive Edge with the 3.5-liter V-6.
Taking It to the Streets
On the roads surrounding Ford’s proving ground in Romeo, Michigan, we found the Edge EcoBoost pulls strongly off the line, and we even induced wheelspin—and negligible torque steer—when we floored it. The power delivery is smooth and linear with no noticeable lapse in delivery as the needle sweeps up the tach. There’s virtually no turbo lag, so you get power when you want it for executing swift, safe passes on two-lane roads. The cabin stays relatively quiet, and what noises you do hear are more like those of a nice V-6 than a four.
The turbo barely makes itself known under hard acceleration with a subtle increase in intake noise, but we get the feeling many buyers will be hard pressed to realize they’re piloting a four-cylinder, and a turbocharged one at that. The only other time we were made aware of the engine’s identity was under load at low rpm—say, on a small incline without a downshift—where we detected a small vibration through the floor and the engine note went a little buzzy. Beyond the couple of times we managed to confuse the six-speed auto, we were duly impressed with the 2.0-liter EcoBoost package.
The EcoBoost option can be added on SE, SEL, and Limited trims for a very reasonable $995. What remains to be seen, though, is if Ford’s promised fuel-economy numbers can be achieved in real-world driving. We have our doubts that they can—Ford’s blown V-6 hasn’t really delivered on its efficiency promises—but there’s no doubt that the EcoBoost four will satisfy otherwise.

  View Photo Gallery

2013 Ford Mustang

A new volume knob on the radio represents big news to Mustang loyalists, and so we are preparing for a virtual meltdown in the online Mustang community. Ford is debuting the 2013 model at the Los Angeles auto show this week before the car hits dealerships in early 2012, and it has undergone some significant changes.
Most important for aesthetes, the Mustang gets a nose job. There's a more-prominent grille, an aggressive front splitter, new headlights with outboard LED light pipes, and a new hood with functional heat extractors. The rocker panels are now body color, and out back, the signature sequential taillamps also are ringed in LED light "ropes," with the lenses themselves tinted. A gloss-black panel spans the width of the rear and encircles both taillights. Also look for new wheel designs in 17-, 18-, and 19-inch sizes, including mean-looking gloss-black 19s only available on the GT. Two new paint colors join the lineup for 2013: Deep Impact Blue and Gotta Have It Green, and those with the itch for kitsch will be thrilled with the inclusion of "pony projection lights" that cast the Mustang logo on the ground below the mirrors when the doors are unlocked.
Proper Priorities: Recaros and Track Apps, but No MyFord Touch
Inside, the Recaro front seats currently found inside the GT500 and the Boss 302 are available on the rest of the lineup, too, with either cloth or leather upholstery. Thankfully-and unlike most recently refreshed Ford products-the Mustang does not adopt Ford's maligned MyFord Touch controls. Its infotainment system does incorporate a version of Ford's Sync system, however, which is operated via steering-wheel controls and spoken commands. Two new sound-system upgrades also are available for 2013.
Even bigger news is the addition of a new Track Apps option for versions of the V-6, GT, and Boss 302 that are equipped with the Premium package. Like the Performance pages offered on Chrysler, Dodge, and Jeep SRT8s but with richer presentation, Track Apps shows various performance data on a digital display tucked in the IP. Specific screens present acceleration times, lateral-acceleration information, and braking performance.
And of Course, More Power
Ford claims that lessons learned during the development of the Boss 302 allowed engineers to squeeze a few more ponies out of the GT's 5.0-liter V-8. The new total: 420, up from 412. Buyers who option their Mustangs with automatic transmissions can now shift gears manually, but we don't know why they would. Shifts are actuated with a button on the shifter, rather than by slapping the shifter around or pulling on paddles behind the steering wheel. In manual mode, the automatic won't upshift at redline, but we hardly care, given that the manumatic function as a whole seems utterly unsatisfying.
Mustang GT customers have the option of a new Track package. Available on manual GTs with the 3.73:1 rear axle, it includes an oil cooler, the upgraded radiator from the Boss 302, high-performance brake pads, and the same Torsen rear differential as is available on the Boss. It also includes the contents of the current model's Brembo Brake package that brings 14-inch front rotors, 19-inch wheels, and summer tires. (The Brembo package is available as a standalone option on 2013 GTs as well.)
The current generation is perhaps the best Mustang ever. (We voted it to our 10Best list for 2011.) While we wouldn't get too geeked over tweaked radio controls, Ford's updates for 2013 should only strengthen what is already its best car. View Photo Gallery

2013 Ford Escape

Remember this day, because this is when we at Car and Driver admit that we were anticipating a small crossover. Ever since we saw the Vertrek concept, which Ford showed in Detroit last year to preview the new Escape, we’ve genuinely been looking forward to the production vehicle. Why else would we have posted three separate sets of spy photos ? The Vertrek was a stunner, and it looked awfully showroom-ready. At the 2011 Los Angeles auto show, we finally get to see just how close it was to reality—and we’re a little bummed that it wasn’t closer.
Lots o’ Four-Cylinders, Couple o’ Turbos
The Vertrek was a very faithful predictor of the Escape in terms of one of the latter’s three available engines. In addition to the 1.6-liter EcoBoost four-cylinder it shares with the concept (173 hp and 177 lb-ft of torque in production trim), the Escape will offer a 2.0-liter EcoBoost four with 237 hp and 250 lb-ft. The base engine will be Ford’s old 2.5-liter inline-four, which also served as the base engine in the outgoing Escape and can’t be accused of ever thrilling anyone. Its 168 hp and 167 lb-ft only barely trail the 1.6’s, but don’t consider the certain turbo upcharge money for nothing. The smaller motor will no doubt boast a much higher level of refinement and have higher fuel-economy ratings—which might even be possible in the real world if you stay out of the boost. As we previously reported, the hybrid and V-6 Escapes are dead, because EcoBoost can do it all. (Pancakes, anyone? It’s got a fresh batch coming up!)
All engines will be mated to a six-speed automatic—the only option now that the five-speed manual is no longer offered on the base Escape. While the same basic automatic gearbox was used in last year’s Escape, it has a revised ratio spread for 2013, as well as a new torque converter said to provide smoother shifts. There’s now a rocker switch on the side of the shifter with which the driver (or sneaky passengers) can order manual shifts, but we refuse to consider this any sort of sporty manumatic function. It’s more of a way to limit upshifts when towing—properly equipped, the Escape is rated to pull up to 3500 pounds, a figure others in the compact-ute class refuse to surpass.
Ford says that the new engine lineup will contribute to increases of as much as 5 mpg over the EPA fuel-economy ratings of the outgoing Escape, but projections of the EPA’s projections are not yet available. With the inline-four, the old car was good for a best of 21 mpg in the city and 28 on the highway with the automatic, and it slugged gas at a rate of 18/23 mpg with the 3.0-liter V-6 and all-wheel drive. Ford says it has improved the aerodynamics of the Escape by nearly 10 percent, and active grille shutters that close to reduce drag at higher cruising speeds are standard with the 1.6 and 2.5. As is front-wheel drive. All-wheel drive is available and includes what Ford claims is torque vectoring but is really just a function of stability control. But now that stability control is essentially required on all new vehicles sold in the U.S., it’s become useless in advertising.
Not Available: High-Speed Noodle Cannon, Bowing Lessons
The Escape should have plenty of horns to toot in advertising regardless. Ford boasts that its new compact ute has “eleven features no other small SUV offers.” Sadly, none of the eleven is a noodle cannon that fires raw pasta from the barrel at such a speed that it heats up and cooks itself instantly in the moisture of the air. The features the Escape does include, however, might be more useful in some situations—like loading that pasta and the rest of your groceries into your miniature truck. Like the Grand C-Max Ford sells in Europe, 2013 Escapes equipped with keyless entry and start get a hands-free power hatch that automatically opens when the driver waves a foot under the rear bumper. We first encountered this feature on the European Volkswagen Passat, and we’ll put our Next Big Thing money on it now.
Not all of the other 10 features are worth individual mention—two are Sync and MyFord Touch—but Active Park Assist is. Ford is the leading wizard in the self-parking arena, and while everybody who can drive a car should also be able to park one, it takes an outstanding parallel parker to best this system as fitted in the Focus. Ford says the Escape will tuck into a space barely more than three feet longer than itself, and having experienced firsthand the speed and fluidity with which the Focus slots itself into tight quarters, we’ll just say this: Bow to your sensei.
The Focus influence is clear inside, too, where occupants will find an upsized version of Ford’s new small-car interior. Not that there’s anything wrong with that—the bold, modern design has far more personality than those of most other small utes. In a class that usually has us searching for new synonyms for “boring,” the Escape’s interior decorations are downright daring. For that added upscale touch, the dash, armrests, and upper-door panels are all crafted from soft-touch material.
Downsizing: Not Just For Engines. For Bodies and Enthusiasm, Too
Attractive as the environs may be, they are slightly smaller than before—not surprising, considering the fact that the previous Escape was basically a refrigerator box with wheels. There’s a touch less headroom front and rear, but while front-row passengers lose 1.2 inches of legroom, all of that went to rear-seat passengers, who see an extra 1.2 inches. Overall volume is now 52 cubic feet up front (down three from the outgoing Escape) and 46 cubes in back (up two). Cargo space with the seats up is a generous 34 cubic feet; fold the seats and you’ll be looking at 68 cubes of pea-gravel potential—increases of 3 and 1, respectively. Both measures trail the most capacious boots in the segment, but only just.
Based on bones similar to those beneath the fantastic new Focus, the Escape holds much more dynamic promise than its predecessor and uses four times as much high-strength steel. But it’s the sheetmetal that got us so excited about the Vertrek, and the same that disappoints us when it comes to the new Escape. Of course the wheels have to be smaller—the concept wore 21s. But the lower altitude of the production car makes it look a lot less tough. Combine the less-aggressive stance with a flatter roofline than the concept’s menacing rake—again, an understandable development—and you end up with a far-less-thrilling shape. And c’mon, Ford, fender vents? Why not a landau roof and T-tops while you’re at it?
From many angles, this Ford looks an awful lot like the new Honda CR-V, and we see a lot of Subaru in the rear view. The Escape looks okay from some angles, but doesn’t look as good as the Vertrek from any. There’s a lesson here: Concept vehicles should be exciting, but not so close to the production vehicle that people end up disappointed. Still, here’s hoping that feeling is tempered—or even eradicated—by the driving experience. View Photo Gallery

2013 Ford C-Max Hybrid and C-Max Energi Plug-In Hybrid

Can’t decide between an EV, a regular hybrid, or a plug-in hybrid? Come 2012, you won’t have to make that decision until after arriving at a Ford dealership. Following the recently unveiled Focus Electric, Ford is announcing the C-Max hybrid and C-Max Energi plug-in hybrid at the 2011 Detroit auto show.
Although the gas-powered C-Max is not on sale here yet, Ford is already filling out the lineup with alternative-energy versions. The plan is to offer a Neapolitan-like array of electrified vehicles to satisfy every possible customer—every customer who wants an electrified vehicle, that is. While the pair of hybrids will be very similar, there are of course some differences to note, namely the Energi’s fender-mounted charge port and accompanying ability to pull a charge from the grid.
C-Max Hybrid
The hybridized C-Max will use a powertrain similar to that in the Ford Fusion and Lincoln MKZ hybrids. No details have been supplied, but we expect an Atkinson-cycle four-cylinder coupled to a hybrid motor and electronics similar to what’s used in the aforementioned sedans. Ford says the C-Max hybrid will have better fuel-economy ratings than those cars’ 41-mpg city number. The C-Max will also be able to reach higher speeds in EV mode than the Fusion and MKZ’s 47 mph.
C-Max Energi
The Energi—gee, that’s an awkward spelling—will use a modified version of that system. Ford claims an overnight battery fill-up will be possible on 120-volt power, but the company isn’t saying yet how far the vehicle will travel on electrons alone—or much else about it. When the vehicle is started, it will operate as an EV until the battery hits a level that requires charging from the onboard Atkinson-cycle engine.
For charging, the charge port has the same four-quadrant lighting scheme as the Focus Electric, wherein a ring surrounding the plug lights up in stages to signify how completely the batteries are charged. Energi owners also will have access to MyFord Mobile; this mobile app allows remote access to the car for things like charge scheduling, checking the battery level, and optimizing the cabin and battery temperatures before unplugging.
Batteries Make the Difference
While both C-Max hybrids rely on lithium-ion batteries, the batteries themselves will differ as a result of their operational demands. The Energi model uses a battery designed for recharging and prolonged discharge when in all-electric mode, whereas the normal hybrid uses a battery intended for shorter bursts of juice. Other differences include the Energi’s associated charger and wiring, and a temperature-control circuit for its battery; the normal hybrid’s battery is air-cooled like those in Ford’s other hybrids.
Chocolate, strawberry, or vanilla? That choice will be yours when the C-Max hybrid and C-Max Energi join the standard, gas-only C-Max in 2012. View Photo Gallery

2013 Blue Image Ford Mustang Shelby GT500

Occupy Horsepower seems to be the sentiment at Ford these days as the Blue Oval seeks elite output for everyman. Earlier this year, we told you the next GT500 was going to produce north of 600 hp, but even we weren’t prepared for the 650 hp and 600 lb-ft of torque announced as the car debuts at the Los Angeles auto show. Is that “God Bless America” we hear?
Engine Overhaul
While punching out the 5.4-liter aluminum-block V-8 out to 5.8 liters, the GT500’s powertrain crew also updated the heads for better cooling, changed the camshaft profiles, added piston squirters and higher-flow fuel injectors, swapped the old supercharger for a larger and more efficient TVS unit that ups boost from 9 to 15 psi, and fitted a larger intercooler. The result is an extra 100 hp and 90 lb-ft compared to the 2012 model. The cooling system was upgraded to dissipate the excess heat, and a carbon-fiber driveshaft, upgraded clutch, strengthened transmission (with revised gearing), and sturdier rear axle were deemed necessary to cope with the extra grunt. To help the driver cope, the GT500 is equipped with an adjustable launch-control function.
Despite the GT500’s barbaric output, Ford has come a long way from the muscle cars of yesteryear, wherein engineers fitted a bigger, more powerful engine and called it good. A new front fascia is home to the same revised headlights as the other ’13 Mustangs, and there’s a new front splitter. That last bit is important, as Ford says the new GT500’s top speed is in excess of 200 (!) mph. Chew on that, Camaro ZL1. Heck; chew on that, Corvette Z06, with your piddling 198 mph. Overall, Ford says the 2013 GT500 has 33 percent more downforce at 160 mph than its predecessor. With a factory Mustang joining the 200-mph club, drivers will appreciate standard Brembo brakes with six-piston calipers in the front and larger rotors and new pads at all four corners.
For Corners, Too
With 650 hp, no bend in the road will be far away. To address those curves, the new GT500 gets optional electronically-adjustable Bilstein shocks. Part of the Performance package—which also includes a Torsen limited-slip diff and Recaro seats—the Bilstein dampers offer drivers a choice of Normal and Sport modes. If you intend to unleash your Shelby on a closed course, you might want to opt for the Track package, too. It adds supplementary coolers for the engine oil, differential, and transmission.
The GT500 receives the same exterior revisions as the rest of the 2013 Mustangs and the Boss 302. Those updates include the aforementioned headlights, new LED taillights set in a blacked-out tail panel, and body-colored rocker extensions. A quad-tipped dual-exhaust system and two new forged-wheel designs are unique to the Shelby GT500.
While we have no official word yet on pricing, we’re expecting a hearty bump from the GT500’s current base of $49,605. Considering how much more grunt it has than the 580-hp Chevrolet Camaro ZL1—not to mention its 12-horse edge on the $113K Corvette ZR1—even $60,000 for the new GT500 would be one helluva bargain.