2011 Ford Fusion

2011 Ford Fusion Hybrid Review 

in the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. Whether that claim is sustained or not (and it won’t, when the 2012 Camry Hybrid will arrive), the Fusion Hybrid is tremendously pleasing to drive and remarkably quiet, yet it’s up against some pretty fierce competition such as the Toyota Camry, Kia Optima and Hyundai Sonata to name but a few.

In the world of popular mid-size sedans, the 2011 Ford Fusion Hybrid claims to be the current fuel-efficiency champ. (Photo: Rob Rpthwell/Auto123.com)

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2011 Ford Taurus

2011 Ford Taurus SHO Driving Impressions

2011 Ford Taurus SHO

Test Vehicle:
• 2011 Ford Taurus SHO

Sticker Price:
• Base $37,700
• As Tested $44,440

Why We Drove It:
• Any car that has an acronym for Super High Output in the model name is at the top of our to-drive list. The timing allowed us to see how well the all-wheel-drive system handled winter driving conditions.

The Vehix View:
• Most high-performance cars are a handful on snow and ice. Not so with the 365 horsepower Taurus SHO. All-wheel-drive and AdvanceTrac electronic stability control make it a very competent in winter conditions.

What We Drove

2011 Ford Taurus SHO

Why We Drove It

SHO stands for Super High Output and that is enough reason to drive this2011 Taurus (view photos). The Ford Taurus SHO is a stealth performance car packaged in a mainstream family sedan with subtle styling clues. We did a complete review of a 2010 SHO last year, but this time we drove the SHO in the dead of winter with road conditions ranging from snow covered, slushy, ponding water from heavy rain, to dry but salt coated. The less than ideal footing allowed Ford’s big performance sedan to show another talent. The latest generation Taurus SHO comes standard with all-wheel-drive and Ford’s AdvanceTrac electronic stability control. This is one performance car that doesn’t need to stay in the garage when conditions aren’t warm and dry.

2011 Ford Taurus SHO Driving Impressions

The twin turbocharged 3.5-liter EcoBoost V6 produces 365 horsepower at 5,500 rpm and 350 lb-ft of torque between 1,500 and 5,250 rpm. That sounds like a handful in a sedan on snowy roads. Yet with all-wheel-drive and traction control, we found that when driven with a reasonably light touch on the accelerator, the SHO was a foul-weather friend. It goes where it is pointed and the traction control works as promised. The AWD system inspires confidence and makes the SHO reassuring to drive.

With 102 more horsepower and 101 more pound-feet of torque than the 3.5-liter V6 that comes in other Taurus models, the EcoBoost SHO engine is impressive yet very controllable. The twin turbo design allowed Ford engineers to provide boost at both low and high rpm. As noted, the torque peaks at just 1,500 rpm and continues all the way up to 5,250 rpm. That’s important because the Taurus SHO is a big, heavy car. It tips the scales at 4,361 pounds. Still, the SHO has serious power and traction; it will sprint from 0-60 mph in just 5.2 seconds.

The six-speed automatic transmission offers a manual shift mode and there are up-and-down paddle shifters at 10 and 2 o’clock on the steering wheel. Manual shifting is fun, but for the slippery conditions we primarily left the shifter in “D” and practiced our best winter driving techniques with good results.

EPA rates the Taurus SHO at 17 mpg for the city cycle and 25 mpg on the highway. From our observations those numbers are reasonably accurate. Cold weather has a negative effect on fuel economy and we averaged between 20 to 22 mpg on most trips. A steady 65 mph cruise on the highway allows the SHO to loaf along in sixth gear and deliver 28-29 mpg. Of course, if you have a heavy right foot, mileage will suffer, especially around town.

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2011 Ford Explorer Limited 4×4

Read More: Ford, Reviews, Test Drives

Test-Drive: 2011 Ford Explorer Limited 4×4

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2011 Ford Explorer Limited. Click image to enlarge

Related links More Ford Explorer reviews on Autos.ca Manufacturer’s web site Ford Motor Company of Canada

Review and photos by Jil McIntosh

Photo Gallery:
2011 Ford Explorer

Redesigning a vehicle is always a leap of faith, but it’s even more difficult when it’s an iconic model with many fans. That was the case with the Ford Explorer. It was losing ground with buyers due to its thirsty engine and truck-based construction, but it had to tread lightly. The result is a new model that’s nothing like the one it replaces, and one that, for the most part, hits the mark as intended.

The previous body-on-frame is gone in favour of unibody construction. The old 4.0-litre V6 and available 4.6-litre V8 have also rumbled off into the sunset, replaced with a 3.5-litre V6 that will be joined next year by a turbocharged EcoBoost four-cylinder engine. Two-wheel models power the front ones rather than the rear ones as before, and on four-wheelers, the old 4Hi/4Lo transfer case controller is replaced by a Land Rover-ish Terrain Management dial that automatically determines the best settings for the road type selected.

It comes in three trim levels, starting with the base front-wheel drive Explorer at $29,999 and moving up through the XLT and Limited. Unusually, all three can be ordered in front- or four-wheel drive, which is a refreshing change; all too often, if you want the top trim level, you have to take the all-wheels-driving option. That’s what my Limited tester had, which gave it a starting price of $44,199 before a $7,600 boost courtesy of the options list. All models come standard with three-row seating.

2011 Ford Explorer Limited. Click image to enlarge

The new Explorer is certainly a looker, with a bold wide grille, sculpted sides and modestly-chromed rear end. It’s longer and wider than the old Explorer it replaces, which helps give it its substantial interior roominess, but it weighs approximately 45 kilograms less than the outgoing one. It’s equally handsome inside, especially with my tester’s Luxury Seating Package. It’s pricey at $900, but it adds perforated leather seats that are heated and cooled and have ten-way power adjustment for driver and passenger, plus power-folding third-row seats.

The 3.5-litre V6 makes 290 horsepower and 255 lb-ft of torque, and it’s a considerable improvement over both of the engines it replaces. Compared to the previous V6, it makes 80 additional horses, and it’s only two less than the outgoing V8. The biggest difference is that while the old V6 drank 15.9 litres of fuel per 100 kilometres in city driving, the new one with AWD is rated at 12.9 L/100 km, along with a highway rating of 8.8 L/100 km. In combined driving, I averaged 12.7 L/100 km.

It’s a strong engine and is mated to a smooth-shifting six-speed automatic that includes a manual shift mode when the optional trailer tow package is ordered. That package, added to my tester for an additional $500, gives the Explorer a rating of 2,268 kg (5,000 lbs) and includes trailer sway control borrowed from the F-150.

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Comparison Test:2011 Ford Fiesta vs. 2011 Mazda2

Consider the 2011 Ford Fiesta and Mazda2 as fraternal twins. While they share a platform and were conceived on the same drawing board in 2007, something happened on the way to the showroom.

Basically, their parents split up. Apparently Mr. Ford came home late one night with 10W40 on his collar and Ms. Mazda went at him with a tire iron. Or something like that.

Nonetheless, as the corporate winds blew Ford and Mazda apart, their B-sector front-drive offspring took divergent gestational paths.
This was illustrated to great effect while having both a Fiesta and Mazda2 in my driveway for a week.

Initially I was hoping to get similarly equipped cars – at least ones with the same type of transmission – but as it turned out the Mazda2, which is the lighter and sportier of the two, came in its most athletic guise as the limited Yozora Edition with a five-speed manual transmission. The more comfort oriented Fiesta SE hatchback bore its trick six-speed twin-clutch automatic transmission (PowerShift in Ford lingo), a first for this segment.

2011 Ford Fiesta vs. 2011 Mazda2. Click image to enlarge

These cars represented the two extremes of this platform, but price-wise they were very close: the Mazda2 at $19,280 and the Ford Fiesta at $19,529. (For an in-depth analysis of Fiesta/Mazda2 pricing, click here).

The Yozora Edition (Yozora is Japanese for “night sky”) starts as the entry-level Mazda2 GX trim with either 5-speed manual ($13,995) or 4-speed auto ($15,095). Added to this is air conditioning ($1,195), Convenience Package ($895; heated door mirrors, 4-speaker audio, remote keyless entry, steering wheel mounted cruise and audio controls, exterior temp gauge, some interior brightwork, body coloured door mirrors and handles) and the $3,195 Yozora Edition Package which includes 16-inch alloys shod with 195/45R16 Toyo Proxes T1R performance tires (you also get a set of 15-inch steel rims with winter rubber), boy-racer rear spoiler, Yozora floor mats, chrome exhaust tip, stubby antenna, and a 2+2 decal package that from a distance makes the car look like you’ve grazed a concrete wall.

You can get the Yozora in any colour you like as long as it’s black. (That’s a Ford line, isn’t it?)

My Fiesta was the $16,799 SE model riding on 185/60R15 all-season tires. Optional equipment included the PowerShift tranny ($1,250), SYNC voice-activated infotainment with 6-speaker audio ($650), Sport Appearance Package ($450; cruise control, 15-inch aluminum wheels, front LED marker lamp), and Winter Package ($350; heated front seats and mirrors).

2011 Ford Fiesta vs. 2011 Mazda2. Click image to enlarge

The obvious difference in these subcompacts lies underhood. The Ford is motivated by a 1.6-litre Ti-VCT Duratec four-cylinder making 120 hp at 6,350 rpm and 112 lb.-ft. at 5,000 rpm. The Mazda’s engine is a 1.5-litre four putting out 100 hp at 6000 rpm and 98 lb.-ft. at 4000 rpm.

It’s here you might cry “No contest!”

Not so, at least as these two were equipped. Working in the Mazda’s favour is less weight – around 93 kg (216 lb) in this case (1,075 kg vs 1,168 kg). Not an inconsiderable sum in a car of this size and power output. Additionally, the Ford’s engine is a coarser unit. The Mazda four seems smoother and more eager to rev.

The six-speed twin-clutch auto in the Ford is tuned for maximum fuel economy. Under normal operation, it short shifts at low rpm and is reluctant to kick down. It has no manual override. The Fiesta can be frustratingly lethargic if you’re looking for right-now acceleration when on the move, but with tall gearing it’s a relaxed tourer, showing only 2,300 rpm at 100 km/h.

Conversely, the Mazda’s five-speed box is a hoot to operate. The stubby shifter sprouting from the centre console offers short, snickety shifts that speak of Miata/MX-5 DNA. The clutch has a quick and satisfying take up. All controls come together in a playful mechanical harmony. With shorter gearing, the Mazda2 is busier on the highway showing 2,800 rpm at 100 km/h.

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2013 Ford Evos

The Ford Evos concept

Looking to make its debut at the Frankfurt Motor Show this September, the new Ford Evos concept car has some very ambitious design elements that are sure to cause a huge splash. The Evos concept is looking to incorporate a number of new technologies and while the car will never be seen on the road, it represents what is possible and what Ford hope to achieve with their vehicles in the future. One of the main features that the Evos is looking to showcase is the customization of the car to the driver. And while Ford are not looking to create a “smart phone” they are looking to create a driver experience that has never been seen before, by connecting the car to the driver. Ford are calling this connectivity; the driver’s ‘personal cloud’. The Evos can then take information from the cloud and create the same experience that the user has at home or at the office. Based on the information gathered, the car can then adapt certain elements to suit the specific driver and what they are looking for. The car can adjust the handling, the steering and the engine controls to suit the specific driver. The concept is also able to gather additional points of information in the cloud which then allows the car to monitor the driver’s work schedule, the traffic and the weather conditions. It can then make your life more comfortable, by potentially playing the same song or news broadcast that the driver was listening to at home, or automatically adjust the temperature before the driver even gets into the car based on a calendar date. Additionally the car could communicate with the driver’s house and automatically close the garage door, or turn off the garage lights as the car pulls away. It will be very interesting to see how many of these new features actually come to pass and how long they take to be developed into the main stream. Still it is great to see Ford pushing the envelope of what is possible in a car and looking to develop new original technologies.

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